Representing users of the Barnstaple to Exeter rail line
TARKA RAIL ASSOCIATION MAGAZINE Issue 32
Winter 2010
www.tarkarail.org
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Price 90p (free to members)
Contents Topic
Author(s) Page
Editorial Andy Hedges Chairman’s Report John Phillips Communication Masts (yet again!) Andy Hedges Line Closure Imminent Andy Hedges Response to Network Rail Route Utilisation Strategy Alan Clark We Never Closed! Latest Passenger Figures Leaves on the line Andy Hedges November’s Engineering Works Information Lines To Morchard Road “One Child Unaccompanied” Peter Craske Station Gardens Things That Go Bump In The Night (& Day) John Burch Exploring the Line—Yeoford Peter Craske/Alan Clark Line Update & Miscellany Tony Hill Maintenance,Renewal, & Improvements on ND Line Tony Hill Readers letters Membership Matters
Design: Tarka Rail Association
Articles, information, and letters for the next edition should be sent to: Andy Hedges 20 Barton Meadow Road, High Bickington, Umberleigh, EX37 9AN or e-mailed to andyhedges@gmail.com
Opinions expressed in this publication are not necessarily those of the editors nor of the Tarka Rail Association
Front Cover: A snowy Barnstaple night Photo : Mike Day
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3 4 7 7 8 12 13 14 16 18 21 23 24 27 28 28 29 30
Editorial Despite the fact that this issue of the magazine is a little late with the news, I must record the award of an MBE in the New Years Honours List for services to the rail industry in the South West to Richard Burningham, manager of the Devon & Cornwall Rail Partnership, good friend of the Tarka Line, and good friend and ally to all of us in the Association. Richard has long been associated with the Tarka line, having been the travel centre manager at Barnstaple for a period in the 1980’s, and has been manager of the Partnership since 1998 presiding over a period of amazing passenger growth in the South West. Congratulations Richard, the honour you have received reflects well on all of us involved in trying to develop our local lines—keep up the good work! An interesting development on the transport scene locally is the imminent introduction of a fast ferry service between South Wales and North Devon, If successful, and only time will tell on this, the new service may well have implications for the Tarka Line as a new source of potential passengers, as long as a way can be found to effectively bridge the gap between the arrival point at Ilfracombe, and Barnstaple Station. Watch this space! Lastly, with my Membership Secretary hat on, I must advise all members that a decision was taken at the last AGM to raise the annual subscription from £5 to £7, and that for seniors from £3 to £5 as from the beginning of the year. Unfortunately we are not immune from increasing costs, and on top of that we currently do not have our usual income stream from the drinks machine at Barnstaple. Our apologies to those members who set up standing orders last year, but would you please arrange with your banks to increase the amount, and if anyone wishes to start up a standing order and never have to have a reminder, please contact me at the address inside the back cover. Andy Hedges
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Chairman’s Report Things have been quite hectic since the New Year and so it is a question of what to omit from this report! First the really good news! I can confirm that following our lobbying, from May there will be an additional morning train on Sundays leaving Exeter at around 0845 and Barnstaple at or just before 1000. This in part recognises the social changes that have taken place calling especially for an earlier arrival into Exeter for shopping. Until December at least this train will not be extended through from Exeter to Exmouth, but I think that a day out at the coast will still be possible! This new service will run thanks to financial support from Devon County Council. As many of you will know, I am a member of First Great Western’s Customer Panel representing passengers from stations between Exeter St Davids and Barnstaple. This meets three times a year and various issues of mutual concern are debated. Recent successes have included some new fares initiatives designed to help regular but not daily travellers and for whom season tickets are not appropriate. These are planned to be introduced later this year. The new Sunday train has come about in time for May due to my intervention at the last meeting immediately following which the DfT, FGW and myself had a short meeting at which a way forward was agreed. Between meetings, I am sometimes called upon to deal with passengers’ concerns and again on occasions has resulted in a person receiving compensation which might otherwise not have materialised. I received an invitation to the Cabinet meeting at Exeter Race Course which turned out to be a fascinating experience! It was noticeable that not many people arrived by public transport, notwithstanding the provision of a bus service from both St Davids and the Bus Stations. After the inevitable full airport style security, there was an informal buffet lunch at which some Cabinet ministers mingled with us ordinary mortals! This was followed by the Cabinet meeting proper which lasted no more than an hour or so. Each of us was allocated a seat at a table of ten people. My table was hosted by Ed Milliband (Energy Secretary) and Sadiq Khan (Transport Minister). Apart from the very new MD of Plymouth Citybus (and John Hartley with his CPRE hat on), I was the only other person present with a transport interest. The other people were mainly concerned with renewable energy – I made the point about bringing in materials for eg the Atlantic Array and wave power off Cornwall 4
by rail freight and this seemed to be warmly welcomed by both ministers of state. I was also able, with the help of figures supplied by Richard Burningham, to get home the shortage of rolling stock and the need NOW for more to cope with overcrowding and burgeoning demand. I did also give them a copy of our Walks Brochure and previous edition of this Magazine! Speaking of Richard, the Editor has written a tribute elsewhere, but I would also like to add my own personal congratulations to him for the sterling work he does on behalf of us all and does so with very limited resources at his disposal! Richard was one of many who heard Andy Hedges’ excellent presentation at the Devon & Exeter Rail Working Party at County Hall. This is a joint Committee made up of councillors from the County and most district councils in Devon who all contribute to a programme of action designed to improve rail facilities and services in Devon. Our presentation went down well with the councillors who are very supportive of what we do and our aims. Indeed one of them suggested a possible means of achieving our goal of a late evening train although quite a lot of investigation will be necessary to see if this is indeed feasible! It was very good to make contact with the Councillors whose areas include the whole length of the Tarka Line and hopefully this can be fostered in the months and years to come. Andy’s presentation is one of a number of items of interest that will be viewable on our re-launched web site later this year. Thanks to the efforts of Committee member David Holdcroft this is being completely revamped over the next few weeks as we aim to make it as comprehensive, user friendly and just plain useful as possible. We are heavily involved in the new Barnstaple and the Tarka Line Gateway project under the auspices of the Devon & Cornwall Rail Partnership. This is looking into ways both physical and promotional of increasing the status of the railway as a principal entry into North Devon. Already views about the status of the line are changing from it being a lengthy rural branch to an important inter-urban link, which also gives access to the countryside. Increased recognition by a wide range of official and business organisations is being given to the line’s contribution to the economy of mid and north Devon, its vital tourism role and, most importantly, to meeting the needs of the large and significantly increasing population within its catchment area. This will impact on the facilities needed at the station and access to it as well as the nature of the train service (eg frequency, journey times, quality of rolling stock
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etc) in years to come. It is a most exciting project and let’s hope that the initial momentum is maintained! By the time you read this, Network Rail’s Route Utilisation Strategy will have been published. As you know, we responded comprehensively to the consultation draft document and it will be very interesting to see to what extent our views have been taken into account! In the meantime, if anyone wants to become more involved in what we do [and I don’t necessarily mean as a Committee member (although this is always welcome)], then please do let any Committee member know. In particular we are always looking for additional helpers for the station gardens in the lead up to the competition in June/July, so if you can help, please let Janet Day know. FGW are still generously offering prizes of travel tickets for the winners of the various categories. I hope that the weather is better this year and that you all enjoy a good spring and summer to come. Thank you for reading this and for your continued membership, which we on the Committee all very much appreciate.
More rain forecast?
© Ian Walmsley Ian Walmsley is an associate member of the Guild of Railway Artists and readers may like to check out his web site at www.whamart.co.uk where there are further examples of his excellent cartoons as well as his many oil paintings of railway subjects.
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Communication Masts (yet again!) The new masts and associated equipment boxes are now visible along the line, some being more visible than others as, for example, the one near Kings Nympton which has been painted green to blend in with the nearby foliage, the rest being left as plain steel structures. Not all appear to be ready yet, as the one close to Crediton signal box still has nowhere to house the equipment, although the base is there. Consequently there has been no sighting of Network Rail’s radio test train on the line so far. Andy Hedges
Temporary line closure imminent Don’t forget that the line has another closure in March, but this time for just under 4 days only, and only as far as Crediton. Replacement coaches will run from Barnstaple to Crediton, from where the normal train service will run to Exeter and Exmouth. The closure dates are from the start of the day on Monday 8th March, until 17.00 on Thursday 11th March. The timetable for the replacement coach service will be issued in due course. Planned work for this closure will be : Renewal of longitudinal timbers on bridges at Penstone (near Coleford), Chapelton, Umberleigh, and Salmon Pool. Resurfacing of Eggesford level crossing Drainage work at Kings Nympton Vegetation clearance Rail joint adjusting and greasing (in anticipation of a hot summer!) Andy Hedges
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Response to Network Rail Route Utilisation Strategy Sept 2009 The association welcomes the following in the report: 1. The recognition for the need of an hourly service between Exeter and Barnstaple from 2018. The current hourly service introduced in December 2008 has rapidly increased passenger numbers by at least 15% and is proving to be a viable alternative to the car for many people. This service has been funded partially with the help of Devon County Council. The hourly service needs to operate for 18 hours per day to offer a comprehensive viable alternative to the car and reduce the associated environmental impact. 2. The recognition of the tremendous growth in passenger use of the line. It has the best growth record of all the branch lines achieving a 74% increase since 2001. In fact the line has now achieved a 91.6% growth with the latest figures. The fact that single track Devon branches run at or close to capacity as dictated by passing loop provision. 3. The commitment to a Community Rail Route Plan being undertaken which will possibly lead to improved line speed. 4. The acknowledgement of the need for a rolling stock plan to be announced in the autumn of 2009. 5. The acknowledgement of the need for reduced blockades during periods of heavy maintenance on branch lines. 6. The need for cross Exeter journeys. This is later contradicted by proposing to terminate Tarka Line journeys at St James Park. The line is part of the Devon Metro which is composed of the existing services on the Paignton, Exmouth and Barnstaple lines. This is a very efficient use of rolling stock and encourages convenient passenger journeys between these lines. In tourist terms it offers a very important marketable “coast to coast� service between the north and south of Devon. Therefore the Association strongly objects to the proposed termination of this link at St James Park as it reduces cross Exeter journey opportunities as this station is also located close to the city centre and offers no advantage over Exeter Central. The planned proposal to terminate journeys to St James Park from 2018 will deter some customers from making the through journey to Digby & Sowton, Topsham and Exmouth. The Digby & Sowton area is a major source of employment in Devon, a retail park, a large residential area and the site of the recently built rugby ground. The 8
7. 8. 9. 10. 11. 12. 13.
14. 15. 16. 17. 18.
rugby ground generates a good passenger flow on match days and has been deliberately designed to deter car journeys to it. The Tarka Rail Association would propose the continuation of journeys along the line to Exmouth or at least terminating at Topsham. This would facilitate better cross city journeys for Exeter as proposed in the Route Utilisation Strategy report. This would also help alleviate road congestion in Exeter. The acknowledged increase in use of Exeter St David’s of 30% from 1998 to 2007. That holiday traffic is a significant proportion of the rail passenger market in Devon and Cornwall. This is particularly true on the Tarka Line where tourism is a major industry with a large number of varied attractions. That lack of station car parking capacity is a widespread issue. It is a key issue if access to the network is not to be deterred suppressing future passenger demand. Through the National Station Improvement Programme or Access for All, some stations on the Tarka Line will benefit from improvements to address some of these problems. Growing demand for more services at weekends and particularly on Sundays, and the effect this will have on engineering access. The planned improvement for passenger facilities at Exeter St David’s and Exeter Central. By referring to the Regional Spatial Strategy for the South West, the increase in jobs, dwellings, and population for Barnstaple and Exeter. This states that the most important transport factor affecting the performance for the regional economy is reliable connections to London and the South East. Further development of the heavy rail network should include Barnstaple as well as Exeter to provide for local and commuter journeys to achieve growth and relieve congestion. That passenger growth will exceed that of the passenger demand forecasting handbook for the urban centre of Exeter in the short to medium term. That First Great Western's proposals for 12 additional vehicles as part of the High Level Output Specification have been taken into account. To address connectivity issues at Exeter St David’s. To address connectivity issues between Exeter St David’s and Plymouth. There has been a noticeable increase in demand for travel between the Tarka Line and stations between Exeter and Plymouth (see figure 4). The longer term plan of train lengthening to address future growth. This will have an impact on stations like Eggesford with a short platform length. Also the realisation that the line will have physical and capacity restraints which may need a further review with infrastructure improvements for increasing capacity, connectivity and journey times. 9
Short Term Aspirations 1) The hourly service needs to operate for 18 hours per day to offer a comprehensive viable alternative to the car and in order to relieve traffic congestion in Exeter and Barnstaple and benefit the local environment. It should include a late night departure for Barnstaple from Exeter Central (at approximately 2300) to enable local people to enjoy an evening out in Exeter and benefit long distance business and leisure passengers by providing a later connection at Exeter St David’s. 2) Line speed enhancements to achieve a Barnstaple Exeter journey time of less than 1 hour with the current off-peak stopping pattern. Currently Cowley Bridge to Copplestone is 70mph which the Association believe could readily be raised to 75mph. Copplestone – Umberleigh is 55mph which we would argue ought to be raised to 65/70mph and Umberleigh to Barnstaple is currently 60mph and again, could reasonably be increased to 70 or 75mph. Similarly when turnouts need renewing, consideration should be given to raising speeds. A higher maximum speed for locomotive hauled trains (currently understood to be 30mph) needs to be worked towards. 3) Also to speed up the operation of the line by improving the operation of Eggesford Level Crossing and elimination of delays caused by the ungated Salmonpool Crossing on the otherwise fastest section of route either by closure or, if this proves unacceptable locally, then by other physical or electronic means. 4) Provision of a three car service through the combination of Class 150/2 and 153 units and/or 150/1 and 150/2 units to meet existing and growing high levels of use. 5) The Timetable to recognise the need for good connections to destinations west of Exeter, especially to and from Plymouth 6) Provision of adequate real time passenger information at stations as set out in Appendix 3, in particular to meet the needs of aurally and visually impaired passengers 7) Recognise that Barnstaple Station acts as a railhead for North Devon, which, according to South West Tourism, is the busiest tourist area in Devon & Cornwall and the need for Barnstaple Station to deal adequately with expected significant growth in use.
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8)
In view of the anticipated increase in use, including as a result of improved frequencies to and from St James Park/Exmouth and London Waterloo, the RUS must address the lack of capacity in Platforms 1 and 3 at Exeter St David’s and consider the need for both lines to and from Exeter Central to be bi-directional.
Medium Term Aspirations 1) Platform lengthening at Eggesford to accommodate four car trains to meet anticipated further passenger growth. At present the down platform can just about accommodate a three car train, but depending on configuration. 2) Provision of a reinforced plastic ramp similar to that currently being trialled at Harrington in Cumbria to be installed at Copplestone Station. Copplestone has a very low level platform which acts as a severe disincentive to use by people with mobility problems or young families, yet the station has great potential in view of its location. If the trial is successful at Harrington it could be a cost effective solution in preference to rebuilding the platform. 3) Resurface other station platforms where necessary, including the provision of tactile paving. 4) South-eastwards extension of the Crediton passing loop towards Newton St Cyres to facilitate a further significant speeding up of the service and to improve its resilience. 5) Development of signalling system to permit a second train to operate north of Eggesford, including reinstatement of track in Platform 2 at Barnstaple in order to increase flexibility, reliability, increased frequency and/or the operation of excursion type trains. Platform 2 would provide a robust means for long distance trains from the Midlands and London to serve north Devon’s substantial and growing tourism industry. 6) Additional on train provision for cycles and luggage, especially at weekends.
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Long Term Aspirations 1) Introduction of additional semi fast (railhead) weekday service, to operate hourly from Barnstaple or Eggesford to Cranbrook and Honiton, to gain access to future employment opportunities in East Devon and Exeter Airport. This would enable the Barnstaple – Exmouth service to be speeded up calling only at Umberleigh, Eggesford and Crediton, with trains also serving one additional intermediate station. This will require the provision of one or more additional passing loop(s). 2) Introduce hourly Sunday service (alternate semi-fast and slow). 3) Consider the relocation of Lapford Station if justified by frustrated passenger demand and in the light of future bus service provision in the area. 4) An earlier morning train to Exeter to provide a service reaching Exeter before 0730 for the earlier commuter and long distance business and leisure passenger. This would relieve pressure on Tiverton Parkway. A later evening service (approximately 2300) from Exeter would again cater for the long distance passenger. Alan Clark – Project Officer
We Never Closed! Despite report in the press to the contrary, North Devon was not totally cut off from the rest of the country during the recent spell of bad weather. Although most roads into the area were impassable, the rail service on the Tarka Line ran to the published timetable, and on time, thanks to the sterling efforts of all the operating and station staff who managed to make their way into work, Needless to say, this item of good news went unreported, and prompted the Devon & Cornwall Rail Partnership to run the advertisement below in subsequent editions of several newspapers!
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Latest passenger figures These are the figures for the Tarka Line for the whole of last year. Year to date, the line is 91.6% busier than it was in 2001. Growth in the year has been just over 11% and the prediction of 375,000 journeys on the line for 2009 as noted in the last magazine was surpassed.
Period 1 (4 Jan - 31 Jan 09) 2 (1 Feb - 28 Feb) 3 (1 Mar - 31 Mar) 4 (1 Apr - 2 May) 5 (3 May - 30 May) 6 (31 May - 27 Jun) 7 (28 Jun - 25 Jul) 8 (26 Jul - 22 Aug) 9 (23 Aug - 19 Sep) 10 (20 Sep - 17 Oct) 11 (18 Oct - 14 Nov) 12 (15 Nov - 12 Dec) 13 (13 Dec - 9 Jan 10) Total
2006 2007 2008 2009 %07-09 %08-09 18.036 17.952 21.340 22.253 24.0 4.3 22.050 18.924 26.461 26.146 38.2 -1.2 16.088 18.207 20.931 25.793 41.7 23.2 22.545 22.564 24.560 32.967 46.1 34.2 21.982 22.741 25.442 28.857 26.9 13.4 23.560 26.004 27.892 29.916 15.0 7.3 26.198 25.320 30.271 33.042 30.5 9.2 31.064 29.400 34.216 38.558 31.2 12.7 29.615 27.633 32.735 34.296 24.1 4.8 26.841 24.481 27.920 30.414 24.2 8.9 23.849 26.658 29.220 29.649 11.2 1.5 24.872 20.218 21.229 28.342 40.2 33.5 19.469 21.028 25.676 26.782 27.4 4.3 306.169 301.131 347.893 387.015 28.5 11.2
Devon & Cornwall branch lines 1,109,837 501,476 387,015 385,678
St Erth - St Ives
162,565 85,737 70,671 0
00 ,0 0 20
00 ,0 0 40
Exeter - Exmouth
Exeter - Barnstaple Truro - Falmouth 00 ,0 0 60
00 ,0 0 80
00 00 ,0 ,0 0 0 00 20 1, 1,
Passengers
Plymouth - Gunnislake Liskeard - Looe Par - Newquay
A further graph appears on page 18 13
Leaves on the line As the year drew to a close the problems with fallen leaves on the line increased despite Network Rail’s efforts in cutting back much of the existing foliage. Because of this, concerns were expressed by passengers that drivers were being overcautious and therefore journey times were increasing. Also questions were asked about the on train equipment for dealing with this issue. These points were put to Steve Lawrence, FGW Performance Manager for the West, and he kindly gave us this reply. “I am sure that all units except the 142's have sand available for emergency braking only. The system used deploys all the sand at once and leaves no reserve. The sand will only be refilled once the unit gets to a depot. I am checking with an engineering colleague to confirm this and will update you when I have a response. As regards speed of approach to stations, the driver would not be worried about wheel damage as much as they would be with missing a station. All drivers are monitored and any station overruns are investigated fully. Our drivers are trained to drive safely first then meet performance targets. If the safest option is to creep in to guarantee they will stop then they will do that. Even if they had sand available they would not use it as it can only be used in emergency braking. This is not the preferred option for our customers obviously and would mean that if they needed it for a real emergency they would not have it. We haven't had to take any units out of service due to autumn related wheel damage this year.� In the event, the Rail Head Treatment Train turned up at Barnstaple on the first morning after the last line closure, unfortunately in place of the first service train of the day, but it was a wise move, as after some really bad weather there was a danger of debris on the line, which proved to be the case as the photograph opposite shows. It proved to be a busy day for the crew, after leaving Barnstaple the details of which, and of the preceding few days, can be found elsewhere in this edition of the magazine. Andy Hedges
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Rail Head Treatment Train at Barnstaple.
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Photo coutesty of Mike Day
November’s Engineering Works Network Rail engineers were busy during the week long line closure in November with the following work being carried out.
220 yards of track relaid with steel sleepered long welded rail at Chawleigh Week (near Eggesford) (photos adjaecent).
level crossing at Umberleigh renewed (photos opposite).
bridge timbers on two bridges at Gunstone renewed.
transposing of rails at Gunstone.
a new set of point switches installed at Crediton.
white-lining carried out at Barnstaple station.
‘Datum plates’ installed at most stations on the line (for PW reference purposes in the future).
other maintenance including wet beds, spot re-sleepering, changing broken chairs and re-furreling.
full patrolling and inspection of the line.
Photographs courtesy Network Rail 16
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Information Line(s) As indicated in the last issue of the magazine the information line, provided through the good offices of the Stationmaster’s CafÊ at Barnstaple is a continuously updated message service available during normal opening hours which will advise if there any problems with the train service. The number to ring for the up to date recorded message is :-
07964 525084 In addition the same information will now be available on Twitter at :
https://twitter.com/stationcafebarn First Great Western currently has plans to install several new types of information points along the line, these are our recommended installations. Barnstaple:
Full scrolling display and Help Point
Chapelton:
Help Point only
Umberleigh:
Help Point plus web based display
Portsmouth Arms:
Help Point only
Kings Nympton:
Help Point only
Eggesford:
Help Point plus web based display x 2
Lapford:
Help Point only
Morchard Road:
Help point plus web based display
Copplestone:
Help point plus web based display
Yeoford:
Help Point plus web based display (Dartmoor Railway enabled)
Crediton:
Help Point plus web based display x 2
Newton St Cyres:
Help Point only
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Standard help point Installed where CIS is provided
Enhanced ‘3 button’ help point Installed at stations without CIS Provides audible “next train” information
Enhanced WebCIS help point Provided at medium-size stations where CIS is not cost-effective Provides live train running information via website
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Tarka Line Passenger Journeys 2009 2008 2007 2006 2005 2004 2003 2002 2001
387,015 347,893 301,131 306,169 250,102 239,997 225,352 215,745 199,295
Crediton signal box resplendent in L&SWR colours and displaying once again its full name instead of just the anonymous “CN�. All thanks to the efforts of the Friends of Crediton Station and Network Rail. Photograph courtesy of Michael Hodge 20
To Morchard Road: “One Child, Unaccompanied” TRA member Peter Craske recalls a childhood journey On summer afternoons the old station buildings at Morchard Road cast a long shadow, and in that shadow stands a blue metal bench. Sitting on this bench, awaiting the rattle of the diesel unit and contemplating the rampant vegetation across the track, my mind wanders back to the distant days when I first knew the station more than 60 years ago. I was a commuter. Not a daily, weekly or even monthly commuter, but a commuter none the less. One who every summer from the age of six made the annual pilgrimage from London back to the well-remembered house near Morchard Bishop. The journey was essentially a home-coming -- to spend the summer holidays with my two great aunts with whom I’d been billeted during the latter years of the war -- and I doubt if any demobbed serviceman anticipated the journey with more joy that I. There were, as there are today, essentially two routes: the Great Western Railway from Paddington to Exeter St. David’s (convenient if the great aunts had an Exeter appointment with their chiropodist) or the Southern Railway’s “through service” all the way to Morchard Road’s little platform. To compete with the GWR’s “Cornish Riviera” and “Torbay Express,” Southern offered its Devon customers two crack trains. The All-Pullman “Devon Belle,” alas, never stopped at Morchard Road, and extracted from its passengers a hefty fare supplement. (After much pleading, I was permitted to take it just once, in the early ‘50s, returning to London from Exeter Central in the luxury of the Belle’s rear “observation saloon” (in actual fact, a converted First World War hospital coach). The alternative was Southern’s “Atlantic Coast Express,” the ACE -- a name dreamed up by F. Rowland, a guard from Great Torrington, who won a company-wide competition to name the train and was rewarded with a prize of three guineas for his pains. The ACE left London Waterloo every morning at 11:00 on the dot, and it was into this train that I would be deposited one summer morning around the end of July for the long journey west. In the very early years of unaccompanied travel, my mother insisted (much to my mortification) that I be labelled like a suitcase, and no doubt the guard would be notified of my presence and slipped half a crown to keep an eye on me.
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Boarding the ACE was not as simple as it sounds, for in an attempt to be all things to all men, the Southern Railway divided and sub-divided the train at several points along its route into as many as nine separate sections. Two slip coaches were dropped at Sidmouth Junction, one for Sidmouth and one for Exmouth (via Budleigh Salterton). At Exeter Central the train was divided into two halves. The front portion set off via “Yeoford Junction” for Okehampton, where the train was again split -- one section being destined for Tavistock and Plymouth, and the remaining carriages routed to Halwill Junction, to be subdivided into portions respectively serving Bude and Padstow. Five minutes after the departure of this front section from Exeter Central, the remaining coaches followed in their sisters’ tracks as far as Coleford, before continuing along what is now the Tarka Line to Barnstaple Junction, where further separations -- to Torrington, Bideford and Ilfracombe -- occurred. A minefield if ever there was one, for it was never a question of just climbing aboard the ACE at Waterloo, but climbing aboard the correct portion of the train. I don’t believe I ever took a journey without seeing bewildered passengers having to leap out at Salisbury or Exeter Central in search of the specific coaches assigned to their final destination. As we progressed, there was a pleasant sense of the train adjusting to its rural surroundings. Having started out at Waterloo in a carriage located in approximately the middle of a 12- or even 13-coach express, by the time we clattered into Crediton we were down to no more than four or five coaches. All this, of course, could be closely monitored by an excited little boy in grey shorts and stockings clutching a grubby and much dog-eared train-spotter’s book. The windows of the corridor train were secured with the aid of a long-leather strap, and could be opened at passengers’ convenience. Above each window was pasted a sign announcing that “it is dangerous to lean out of the window.” I always interpreted this sign in its most literal sense, accepting that while it might indeed be dangerous to lean out, it was perfectly acceptable to put just my head out into the streaming airflow in order to monitor our westward progress. Pleasures must be paid for, and as often as not I ended up, like innumerable children on innumerable trains, with a speck of coal dust from the engine’s tender firmly wedged beneath my reddening eye-lid. These days, it seems, we can barely touch a child without fear of arrest, but 60 summers ago the world was a simpler place. Guards and ticket collectors were kindly men, and expert in removing grit with the aid of a pocket handkerchief carried specially for the purpose, their first aid being invariably accompanied by a stern warning “never again” to lean out.
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At last, as the afternoon shadows began to lengthen, we covered those final, familiar miles. Past fields of buttercups and grazing cattle, past little streams running between banks of red earth. Past Colebrooke church perched on its well-remembered hill-top, and with much huffing and puffing up the gradient to Copplestone, the highest point along the branch line. And so, finally, to Morchard Road. A dimunitive child of six or seven clutching his brown “revelation� suitcase opens the door and climbs down, as often as not the only alighting passenger. And there she would be, a slight bespectacled figure in her late sixties. As always, she would be wearing a sober navy blue -- her favourite colour -- blue skirt, blue pullover with the amber brooch, blue jacket, blue handbag and navy blue leather gloves. Her grey hair, immaculately secured in its hairnet, drawn back in a bun and pinned carefully to the wide brimmed hat of dark blue straw that she invariably wore for driving. A frail lavender scented spinster come to meet the London child she loved, and to rejoice with him in the beginning of another summer. Peter Craske
Station Gardens Once again the Association, with the support of First Great Western will hopefully (weather permitting!) be bringing colour to the line by running the station gardens competition during the year, Everyone who is currently actively involved at each station should now have been contacted by Janet Day who is carrying out all the administration work. Judging is expected to be in early July, but a firm date has not been arranged as yet. Anyone who is interested in lending a hand at any station should contact Janet (contact details inside the back cover ) who will put you in touch with the person who has volunteered to look after the relevant station
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Things That Go Bump In The Night (& Day!) It is very easy to draw the conclusion that nothing much happens on the Tarka Line other than the usual routine passenger services, but in recent weeks there have been some very interesting goings on in the early hours. Saturday 14th November was the day after the Tarka Line Autumn possession ended. It should have seen services return to normal, but instead of the first train of the day something unusual happened. By way of background this was the morning after a very bad night weather wise in the South West. Flooding and high seas at Penzance had for example caused track circuit failure and a need to instigate pilot working there. Trains on the mainline suffered very badly from slipping and sliding. The up overnight sleeper was particularly badly affected and an HST was in trouble too and had to be manually sanded over Hemerdon. DB Schenker locos 66.116 and 66.148 had ended up at Penzance late on the Thursday evening. They must have worked back through the night to Westbury because they were scheduled to work the 3S13 0845 Westbury - St Blazey rail head treatment train during the day on Friday. They then worked the Saturday version of 3S13 RHTT back from St Blazey. The RHTT normally only runs as far as Crediton on the Tarka line, but on this day passenger trains had been disrupted because of the terrible weather. The morning trains on the Tarka Line had been cancelled so the rail head treatment train was extended all the way to Barnstaple arriving there at 0650, much to the surprise of the dozen or so passengers waiting for the first train. Apparently this was all done by arrangement with FGW who had organised rail replacement coaches. The decision was taken to run 3S13 to Barnstaple to ensure that the track was treated after the week closed for engineering work. Barnstaple station was short of staff and unfortunately the station office hadn’t opened so the news about the train cancellation couldn’t be relayed in the usual way to the customers. Luckily our very own Mike Day had opened the Station Master’s Café early and was able to tell passengers what was happening. Just as well the RHTT did run ahead of normal trains as it arrived at Barnstaple with a large chunk of a tree wedged to the front of the train ! The train returned to Exeter and then set off to the Westbury. The train then came back from Westbury later that morning and was noted leaving Exeter later in the day at 1320. The locos carried on back to St Blazey. Members will be aware that Network Rail operate several bright yellow track 24
inspection trains. These visit the south west on a regular basis conducting video and ultrasonic track testing, as well as gauge checks and radio coverage testing. Substituting for non-availability of their Class 150 derived Track Assessment Unit 950001 on the night of Wednesday December 16th was an interesting formation. It took the form of two Brush Type 2 A1A-A1A class 31 locos. These were the BR Rail Blue liveried 31.106 and appropriately 31.601 in its new Devon and Cornwall Railway livery, topping and tailing the inspection coach DB999508 operated by Serco. The train ran as 2Z08 and having been in the South West for a couple of days it was booked to depart from Exeter Riverside Yard at 0306 (with 31.106 leading) to return to the Derby Railway Technology Centre via a very roundabout route. It was with some surprise that we learned of plans to run several engineering trains to Meldon Quarry on the Dartmoor Railway. Trains of second hand continuously welded rail (cwr) were brought from the rail materials recycling site at Thingley Junction. This is repoted to have been in connection with free relaying done for the Dartmoor Railway in the Bow area as a training exercise for Network Rail’s new Western Track Renewals French owned contractor Colas Rail. On Monday 14th December the first train was scheduled to run from Thingley Junction Yard to Meldon Quarry. It ran as train 6Y29 and was scheduled to leave Thingley Yard at 0407 and run to Swindon to run round and then return south to Westbury and then down the Berks and Hants line to Taunton for a brief pause. It was reported passing Norton Fitzwarren running 127 minutes early at 0547. In theory it then continued to Exeter Riverside Yard where the loco ran around. Although departure was scheduled for 0906, it probably waited for the first Barnstaple train of the day to depart from Exeter and clear the section to Crediton at 0607 and then followed on to Meldon Quarry. It wasn’t due to reach the quarry until 0953, but probably arrived much earlier at around 0800. It left the quarry at 1130 and proceeded to slowly to Crediton, presumably dropping rail, being reported at Crediton at 1459, some 73 minutes later than scheduled. It had made up some time when reported passing Taunton 50 minutes late at 1615. The train ran back via Bristol, Bath, Chippenham and Swindon (where it again ran round) and was finally scheduled to reach Thingley Junction Yard at 2118. After leaving the train here the loco was then scheduled to return to Freightliner’s Stoke Gifford base via Bath, with the loco scheduled to reach here at 0038 after a long day. Then on Wednesday 16th another 6Y29 train was scheduled to run, this time slightly later from Thingley Yard at 0439, but following the same route and officially due to leave Exeter Riverside Yard at 0906 again. It was seen passing Taunton behind Freightliner Heavy Haul loco 66.550 an hour and 24 minutes early, so was doing well again. The train was due to leave the quarry 25
again at 1300, but it was reported 132 minutes late at Crediton at 1558. It will have arrived at Exeter Riverside Yard to run round the best part of two hours later than booked, but as it was booked to sit in Tiverton loop on the way back, it should have made up time on the way back as it was booked to return via the Berks and Hants and Westbury to reverse at Swindon before ending at Thingley Junction Yard at 2018. The same train was scheduled to run on Friday 18th December and this time was hauled by Freightliner’s 66.622. It departed Meldon 29 minutes earlier than planned at 1231, to head back to Thingley Junction Yard. It was reported paused at Okehampton between 1242 and 1255. The train will then have run down to Crediton to await the passing of the two passenger trains at 1337/1338 and then followed to Exeter Riverside Yard where it was scheduled to arrive at 1404 and run round before departure at 1440. It was later seen passing Taunton at 1632. Then on Tuesday 5th January 2010 66.597 worked another 6Y29 away from Meldon Quarry at 1343 (booked to leave at 1400) to Thingley Junction Sidings. I’m not sure how it got to Meldon Quarry, but it is believed to have returned used auto ballaster wagons in the consist. It was scheduled to pause at Yeoford before getting to Crediton to depart at 1458 once the passenger train had cleared the section. A quick run round at Exeter Riverside saw it head back up the main line and pass Cowley Bridge at 15:41 (reported 1535 – 6 early). It ran back to Bristol Parkway to drop off some wagons and then returned via Bath and Chippenham to Swindon to run round again and return to Thingley Junction Yard. Then unusually on Saturday 23rd January 2010 Freightliner’s 66.624 operated as 6Z85 to Meldon. It was due to leave Meldon Quarry with redundant sleepers and other materials at 1240 and run to Taunton Fairwater Yard. It actually departed at 1308, 28 minutes late. It was then reported departing Crediton at 1437, 45 late. It was later seen passing Rewe at 1542. Finally train 6Z86 hauled by Freightliner’s 66.529 worked to Meldon Quarry on the evening of Wednesday 27th January and left Meldon Quarry at 2115, 35 minutes later than planned. It got to Crediton around 2230 and then continued to Riverside Yard where it ran round and then headed back up the main line to Taunton’s Fairwater Yard just before midnight. So as you can see locomotives have been quite busy on the Tarka Line and beyond during the Winter. There seem to be some exciting plans ahead too so watch this space for more details. John Burch 26
Exploring the Line (5) - Yeoford Woodland Head and Yeo valley circular walk. 4.9 miles. Almost entirely along quiet country lanes, this walk is suitable after rain. There are some steep hills. Facilities: Pub in Yeoford. On leaving the platform, turn right immediately crossing the River Troney. At the Yeoford Village intersection, just beyond the pub, bear right [SP Crediton & Exeter] and ascend the hill with its distinctive red sandstone edges. Visitors to Devon are often struck by the height of the county’s hedgerows, particularly on hills. The explanation is simple: before the advent of tarmacadam, a mixture of slag and tar, in the early 20th century, road surfaces were entirely unprotected from the elements. Year after year heavy downpours turned many a lane into a torrent of water, gouging out the soil and further deepening the man-made passageway down the hillside. By 1926 only 190 miles of arterial roads nationally had been faced with the new surface, and one imagines that the little lanes around Yeoford ranked near the bottom of the Council’s priority list. Once the lane has levelled out, just beyond Hunterswood be on the watch for a footpath sign leading down a farm lane to the right. Turn right here and follow the path diagonally across a field on the left to join a second lane leading to the tiny hamlet of Neopardy. At the road, turn right noting a wonderfully crooked first floor window in the neighbouring cottage, and descend once again to the river. Having united with the Troney a stone’s throw from the Yeoford station platform, this river is now the Yeo, and will remain so until joining the Creedy a few miles further east at Crediton. Cross the railway line and at the crossroads [Lower Neopardy cross] turn right [SP Cheriton Bishop]. After 0.5 miles turn right again at the Winstode Cross road junction [SP Woodland Head & Yeoford] and cross a small stream before ascending steeply for 0.9 miles to reach Woodland Head Cross, at 156 metres the highest point on the walk. Note the almost unaltered row of Devon cottages ahead. Bear right at Woodland Head Cross [SP Yeoford & Crediton] and, after 0.1 miles, continue straight ahead at Woodland Crossroads SP Hittisleigh]. For the next 1.1 miles enjoy the views along this roller-coasterish lane which, after recrossing the river Yeo and a final climb, brings you to the T-junction at East Studham Cross. Turn right [SP Yeoford]. Yeoford station lies a mile away and gently downhill.
Peter Craske/Alan Clark 27
News Update and Miscellany At long last (late January) 70 mph running has been restored after several months of the imposition of a 50 mph 'temporary' restriction of speed due to the poor condition of the secondhand bullhead rails installed (after being brought by road from upcountry) in autumn 2008 on the 1950's concrete sleepers and then welded together. Despite numerous possessions and attempts to remedy the matter during late 2008/09 it was finally decided the best option was to unusually buy New bullhead rails and these have now replaced the secondhand rails which will no doubt go by road from Crediton for scrap. A YouTube video was even taken by an Exeter Railwayman in late 2008 on a 'Pacer' operated train depicting the alarmingly rough and unsafe ride endured by passengers and put on the Web and thus NR received widespread adverse publicity. This has been a very unfortunate and costly exercise and one that NR staff will be glad to see finalised. On the Dartmoor Railway approx half a mile of track at Bow was renewed with new concrete sleepers, good secondhand flat bottom long welded rail and ballast from Meldon all brought to site by class 66 worked Engineering Department trains in January as a training exercise by the new Track Renewals Contractor for the NR Western Area. Tony Hill
Maintenance, Renewal And Improvements To The North Devon Line This was the essence of a most interesting presentation by Network Rail's Exeter Area Track Maintenance Engineer Neil Hobden to the Committee on 17 February. Whilst acknowledging the several ÂŁmillions spent on complete track renewal at several sites on the line in the last few years..much of it deferred from previous years, it was now the case and for the next few years that Network Rail's budget for such track renewal works was considerably reduced by Central Government . This has resulted in prudent good house keeping 'life extension' works, particularly on branch lines, such as changing only the sleepers actually rotten and rails
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badly worn and more efficiently carrying out remedial track maintenance and lineside drainage works. Nevertheless positive reaction was received to our objectives for review of the max. line speeds, so as to speed up the trains and reduce journey times,on certain stretches of the line. This was particularly worthwhile, it was thought, between Barnstaple & Umberleigh/Eggesford, where the track was virtually straight , in good condition and/or had been renewed with continuously welded rail on new sleepers. Time will tell to what extent our long held aspirations are realised. Tony Hill
Readers Letters In the last two years levels of passenger rail travel have reached an all time post war high. We also find that in many areas integrated public transport systems are now the norm. However, in one aspect of North Devon travel I have seen a disintegration of public transport. The railway line between Barnstaple and Ilfracombe sadly closed in 1970. Since then this has been to the detriment of North Devon's leading resort and the many tourists who wish to holiday there. Having visited Ilfracombe many times over the last 20 years I found the direct bus link from Barnstaple railway station to Ilfracombe a Godsend. However, when I visited both last year and this year I found that there were absolutely no direct bus services on a Saturday or during the week. What a palaver it made our journey. To arrive at Barnstaple railway station with lots of luggage and two pensioners and then having to get two separate buses was not funny. We even had to get two lots of bus tickets. Are the bus operators trying to discourage Ilfracombe bound holiday-makers? The trains to and from Barnstaple now run every hour which is an improvement. However, unless a direct bus link is re-introduced I can see our holidays in Ilfracombe ceasing, in favour of somewhere easier to visit without a car. Dale Edwards 29
Membership Matters If you know someone who you think might like to join the Tarka Rail Association, please contact the Membership Secretary whose address is shown opposite.
New Members We welcome: Mrs J. Bennett Mr A.W. Whittaker Mr & Mrs E. Lefeuvre Mr D. Walvish Mr D. Joyce Mrs D. Skerratt Mrs R. Sylvester Mr D. & Mrs E. Owen Mr G. Sidlow Ms K. Cooley
Newton Abbot Chulmleigh King’s Lynn Barnstaple Barnstaple Barnstaple Exeter Barnstaple Tiverton Totnes
Committee Meetings (Members Welcome)
Wednesday 17th March—Barnstaple Station House 19:30 Wednesday 21st April—Rising Sun Umberleigh 19.00 Thursday 20th May– Mare & Foal Yeoford 19.00 Wednesday 16th June– Fox & Hounds Eggesford 19.00 Wednesday 21st July– Barnstaple Station House 19.30
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Committee Members Chairman: John Phillips Higher Living Farmhouse, Down St Mary, Crediton, Devon, EX17 6EA. j.phillips142@btinternet.com
Secretary & Vice Chairman: Tony Hill Langridge, Ingleigh Green, Winkleigh. Devon, EX19 8AT tonyandlizhill@googlemail.com
Treasurer: Andy Hedges 20 Barton Meadow Road, High Bickington, Umberleigh Devon, EX37 9AN. andyhedges@gmail.com
Membership Secretary: Andy Hedges 20 Barton Meadow Road, High Bickington, Umberleigh Devon, EX37 9AN. andyhedges@gmail.com
Press And Publicity Officer: Peter Craske Blackhall Cottage, South Tawton, Devon EX20 2LP pcbcraske@yahoo.com
Magazine Editor: Andy Hedges 20 Barton Meadow Road, High Bickington, Umberleigh, Devon EX37 9AN andyhedges@gmail.com
Bus & Coach Liaison: John Burch Avercombe, 28 Belmont Road Ilfracombe Devon EX34 8DR johnaburch@btinternet.com
Stations Officer: Janet Day Toye Farm, Durrant Lane, Northam, Bideford, Devon EX39 2RL
Committee Members: Alan Clark Mike Day Phil Simkin David Holdcroft
Benslee, Morchard Road, Crediton, Devon EX17 5LR Toye Farm, Durrant Lane, Northam, Bideford, Devon EX39 2RL Puffing Billy, Railway Station, Torrington, Devon EX38 8JD 33, Round Table Meet, Exeter, EX4 8LG
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Š Authors And Publishers, Tarka Rail Association, 2010 32