Table of Contents

Editorial

Up and Down the Line

Barnstaple

Umberleigh

Eggesford

Crediton

Other Lines

What Aberystwyth Does

Today...

Northern Spirit

Policy Matters

Franchising: Who Should

Run Our Line?

Freight Matters

Freight Terminal for

Barnstaple?

North Devon District Council

Expresses Interest

A Rail Freight Terminal:

Benefits

What Form Would It Take?

How Would It Be Paid For?

What Would It Be Used

For?

Possible Impediments

When Might It Happen?

Over To Our Readers!

Gleanings from the Press

15 Minute Service for

Exmouth Line?

Lands End Trains

SSRA Submission

Our Bid For Our Line...

Passenger Services On The

North Devon Line

Fair Fares

Virgin Bargains

Bits and Pieces

Steam Special to Barnstaple

New Summer Timetable

Bideford and Instow Railway

Group

Welcome To New Members

Your Letters

Issue 3, June 2000

EditorialGroup from Morchard Bishop School about to board the

0812 Barnstaple-Exeter at Morchard Road at the start

of their trip by rail to London. (28th March 2000)

Picture: Tony Hill

Welcome to issue 3. You

will find inside an

interesting contribution

from Patrick Adams on

his experiences with the

Aberystwyth line, and

how it compares with

many aspects of our

own. It seems that the

companies operating in

the South of England

might be able to learn

things from operators

further North. Linda

Rogers reinforces this

view with an account of how one company, Northern Spirit, deals with problems such as the late

running of trains and their effects upon those needing to make connections. It is intended to

publish a comparison with this tale in the next issue. Again, someone should be able to learn a

lot from the juxtaposition of the two tales!

Included under Policy Matters are comments relating to the forms future franchises might take,

and this is further examined in an article on the Group's submission to the SSRA. The franchise

renewal programme is of vital importance to the line: the organisation having responsibility for

services could make or break its fortunes having, as they obviously do, so much control over

what goes on, whilst enjoying what some might consider to be an inadequate level of

accountability.

Freight has not been forgotten: indeed, it forms the subject of this issue's Special Feature.

Barnstaple's resurgence as a railhead for non-passenger traffic is a real possibility, but much

still has to be investigated before those required to part with investment funding can be

persuaded to do so. It is, after all, no good having a perpetually empty depot? Local businesses

have to be encouraged to use the facility if this long-awaited development is ever to see fruition.

In the meantime, don't forget to use the line yourselves? Members will find a copy of the new

timetable included with this magazine: just our own way of saying that talking about the line is

not quite enough!

David Gosling

Up and Down the Line

Barnstaple

Lynx Express has informed its customers of the closure, following a review of their commercial viability, of a number of Red Star

Parcel Points, described as 'peripheral locations'. Barnstaple is among them. The nearest alternative offered is Exeter. Aberystwyth

fares worse. Its alternatives are nominated as Swansea and Shrewsbury. As for Kyle of Lochalsh, those seeking to despatch or

collect parcels must head for Inverness. Somehow, we doubt that they will...

New white lines have appeared in the extended car park to indicate the revised parking spaces. Most motorists continue to use the

rank close to the B&Q store, which has the benefit of lighting. others congregate in the middle beneath what appears to be an

imposing lamp, but is not. The new area will almost certainly be in demand in the summer. At the moment, however, few use it.

Those who might may well have been put off by a spate of vandalism which hit the unlit parts of the station and its car park.

Meanwhile, we are delighted to report that there is some repainting being done to the booking hall although, it appears to be only the

skylight at the moment?

Umberleigh

Users of the station car park have been delighted to note that the large Mercedes van which was blocking the station entrance (see

issue 2) has now been removed.

Eggesford

The platforms have now been refurbished and much improved lighting has been installed. The difference this has made to the station,

by day and by night, is remarkable.

Crediton

After around four months of refurbishment, the Tea Rooms and Craft Shop at Crediton is once more open for business. Linda and

Richard Rogers, who have also taken over the flower displays on the station platforms, have tastefully redecorated the interior to

very high standards. All that is left now is to paint the outside in LSWR livery for the picture to be complete!

John Gulliver and David Gosling

Other Lines

What Aberystwyth Does Today...

Since moving to North Devon from mid-Wales a few years ago, I have found the level of train services here disappointing, particularly

in view of the enormous potential for their development. Perhaps we could learn from mid-Wales.

In the late 1980s, Aberystwyth-Shrewsbury had a reasonable service of 7 or 8 trains a day, including the 'Cambrian Coast Express',

a daily through service to London which was very popular. Then Inter-City decided it no longer wanted its stock meandering to

remote locations and, without any consultation, withdrew the service at short notice. The Development Board for Rural Wales

responded by drawing up a strategy for services on the line. It was concerned that poor rail services were hindering economic

development. A businessman arriving at Shrewsbury faced poor connections and uncomfortable rolling stock. By the time he arrived

at Newton or Aberystwyth, it was argued, he would not be well disposed to investing any more of his time or money in the area.

The strategy identified minor infrastructure improvements necessary for a clock-face service. It called for a regular service through to

at least Birmingham on a two-hourly clock-face timetable, using class 158 trains. Agreement was reached on funding and

infrastructure improvements - split between EC grants, local authorities and BR - and the service was soon in place.

Usage of the line continues to rise. Railtrack and Central Trains are planning further improvements to double the frequency to hourly

and introducing class 170 trains.

Barnstaple, unlike Aberystwyth, has no university [but there is one at Exeter, not to mention outposts of Plymouth University at Exeter

and Exmouth; all draw large numbers of students from North Devon: Ed.] It is also true that Aberystwyth has no Tiverton Parkway

less than an hour's drive away. But North Devon is not a rural backwater. It has a greater population catchment than anywhere in

Wales between Merthyr Tydfil and Bangor. Why should we put up with an almost complete absence of connection planning in the

timetable? And who designed those dreadful sardine cans classed 153?

The Aberystwyth line has shown how usage goes up when a decent service is provided. The key seems to be comfortable trains

running at regular intervals. How about it, Barnstaple: hourly trains to 158 standards?

Patrick Adams

Northern Spirit

On a recent visit back to the north, I was reminded of the difference in service and prices on my ex-local train line. On a journey from

Todmorden to Leeds - roughly a one hour journey (similar to Exeter to Barnstaple) I was staggered to find the daily return fare was

only £3.00. This is on a cross border tine that provides an half hourly service. The fare across the border going to Manchester was

also very low - less than £4.

During a week of making this daily journey I experienced staff who appeared happy and were most certainly friendly, the passengers

were numerous and by and large seemed to comprise of small groups of people out for the day. It was so obviously easier and

cheaper to park the car and go by train. Even so, things do sometimes go wrong. On one such journey the train was severely

delayed. So much so that my mother missed her onward connection. The guard on the train tried to delay the connecting train, but

alas we shared the same platform and had to wait outside Leeds to see the connection draw slowly past us before we could then

take its place in the station.

We went to the information desk to explain our plight and to find out the alternatives. Unfortunately there was a several hour wait and

a need to change trains instead of a straight through train to Exeter. The helpful lady, Barbara, endeavoured to see what could be

done and summoned her manager. The manager, however, was otherwise engaged and we had a long wait. Whilst waiting, we

witnessed a catalogue of events too numerous to mention, but one that stood out above all the rest was seeing a Northern Spirit

member of staff approach a lady and offer help to carry her suitcase down a flight of stairs! Staff were evident everywhere and

appeared keen to help anybody who looked like they needed help. We were approached by several members of staff, each asking if

we needed assistance.

When the manager eventually arrived he was courteous, apologetic and efficient. He made all the arrangements for my mother to be

met at an intermediate station to ensure she caught the correct train, to be met at Exeter by a taxi and taken home, and provided

refreshments while she waited. But the icing on the cake was when he gave his name and telephone number in case of any problems

along the way.

We all know that things can't always go right but I think Northern Spirit has proven that its what you do about it when things do go

wrong that counts!

Linda Rogers

Policy Matters

Franchising: Who Should Run Our Line?

Other than geographically, Wales and West is not a large train operating company. Even within its own domain, branches like ours

are minor affairs. With shareholders' interests in mind, it must be difficult to justify their receiving more than a small fraction of the

available management attention. Similarly, it is easy to see how its money is more likely to be put into rolling stock for services which

promise greater returns than ours. The consequences are stark. The branches jog along as best they can with existing equipment.

Bold management initiatives which might lead to marked increases in usage are unlikely to happen.

At the heart of the problem is the tension between public service and private profit. It is difficult to see how regulation can overcome

it.

An alternative approach has been advanced in a recent issue of RAIL. It is to treat branch lines like those we have in Devon and

Cornwall as separate portions of service and run them by Rural Passenger Transport Authorities. As many readers will know, several

urban areas in the midlands and the north have had Passenger Transport Authorities (PTAs) for quite some time. Many have brought

about substantial improvements in public transport in the areas they cover. In some, these have included the greater integration of

differing transport modes. Rural authorities might effect similar improvements in their areas.

The key point about PTAs is that they enable local authorities and other agencies, such as local rail partnerships, to play a stronger

and more direct role in determining the services they want. They do not by themselves overcome the stop-go approach which has

bedevilled public transport in the past. As the article in RAIL points out, that needs long-term thinking. We can see a constructive

example of such thing in Devon's transport plan. But they do overcome the fundamental flaw of the present approach: the marginal

attention which branches like ours receive.

Readers who would like to look further at ideas like these are recommended to read Industry Insider's 'Rural railways: We must

make use of what we hold' in RAIL No 373, December 29 1999-January 11 2000; p.63.

Freight Matters

As the current round of franchise negotiations nears its final stages, hints on enhanced passenger services, even for lines like ours,

come thick and fast. Meanwhile, the euphoria about rail freight, which marked the latter part of the last decade, is quietly fading.

RAIL (March 22) points to a small decline in tonnage in the third quarter of last year and to static and even falling rail freight through

the Tunnel as international traffic turns to road shuttles not rail. Modern Raitways (March 2000) suggests that EWS's bold attempt to

break out of the traditional core bulkload market (as outlined in our previous issue) could give way to old fashioned retrenchment to

restore commercial viability. The future of its Enterprise and International services is in question (RAIL).

Keith Harper, Transport Editor of The Guardian, claims that all this represents a setback to the government's integrated transport

strategy. Meanwhile, he points out, the government has quietly allowed 44 tonne lorries into this country from next January. We

would add that the tax on the largest lorries will be reduced by £1800 per year, that the fuel-tax escalator has been abandoned and

that expenditure to address road congestion black spots and construct bypasses is set to rise by 24%. Small wonder, then, that Lord

Berkeley, chairman of the Rail Freight Group, should be reported as saying (The Guardian, 25 March) that, by these actions, 'the

government has clearly thrown its integrated freight transport policy out of the window'.

In this very issue, our Special Feature focuses on North Devon District Council's aspirations for a freight interchange at Barnstaple.

We believe that every reader of this magagine will wish the council success with this venture. The above commentary, however,

offers a sharp reminder of the interdependence of local and national policies. If the national climate does not favour it, there will be no

rail freight at Barnstaple.

By no means all is doom and gloom. Modern Rail (April 2000) reports that freight tonne-mileage was up by 6% in the third quarter of

last year on the previous ear. EWS is still investing heavily in wagons and locomotives and giving sharper attention to the quality of

the service it offers.

Nevertheless, seemingly small changes in the conditions under which freight operates matter. If we want the North Devon line to

contribute to the sustainable transport of freight, we must remind the politicians who represent us of what properly integrated freight

transport could offer. Where, in national white papers and local policy documents they have dangled promises of better things, we

must hold them to them. And where their actions contradict their stated policies, we must firmly and consistently point out the

anomalies.

All this calls for a vigorous dialogue with politicians nationally and locally. As a group, we are already engaging in this interchange.

The feature on the Barnstaple freight terminal is but one example of this. But politicians take note of what individuals say too,

especially if they are confronted with points from individuals in large numbers. Readers of this piece should therefore ask what they

can do to complement the collective efforts of the rail group.

Here are just two answers:

Write to local politicians to compliment them on their proposals for a freight interchange and to ask for further details of how

the council can set an example by using it;

Write to national politicians to ask what measures they support to make conditions for rail freight to places like Barnstaple at

least as favourable as those enjoyed by road transport. The address, if it would help is:

House of Commons,

London,

SW1A OAA.

John Gulliver

Freight Terminal for Barnstaple?

Once busy with freight, the Barnstaple line has recently served only passengers. Goods which formerly went by rail now go by road.

Meanwhile, the expansion of house building throughout North Devon, changes in retailing, the establishment of new industries and

growth of older ones have increased demand for transport. Unsurprisingly, heavy lorry traffic has increased markedly and road

congestion has become a continuing feature of the area's life.

North Devon District Council Expresses Interest

The North Devon Rail Users Group has long argued for the contribution which rail could make to the alleviation of this growing

problem. When, just recently, the North Devon Journal reported on North Devon District Council's intention to incorporate rail freight

facilities in its proposed redevelopment of Seven Brethren Bank, just south of Barnstaple station, the Group's interest was aroused.

What follows reflects an interview between Malcolm Prowse, the council's leader, Derek Thorne, one of its assistant directors, and

the Group's secretary about the council's aspirations. It is offered without comment, but in the expectation that group members - and

others - will want to respond constructively to the council's proposals.

A Rail Freight Terminal: Benefits

In Councillor Prowse's view, the sustainable transport of freight, with a significant rail contribution, is desirable in itself and in line with

County Council and national policy. Barnstaple should be seen as a hub for North Devon. A freight terminal would benefit the area as

a whole. It would relieve road congestion, enhance the viability of the line and help to establish a perception of North Devon as a

place served by a variety of transport modes. As a bonus, it would provide facilities for stabling visiting excursion trains. Whether

steam-hauled or diesel, they might bring new business to the area.

What Form Would It Take?

Derek Thorne said that the proposed terminal should be seen as part of a general complex, rather than as a rail facility alone. It

would have shared facilities for a range of public and private road users, such as a weighbridge and parking areas. A hardstanding

area abutting rail sidings newly constructed along the line of the old chord between the station and the long-closed Taunton line would

allow the interchange of freight between rail and road.

Access to the complex would primarily be from a spur to the proposed Western Bypass, crossing the rail line by an overbridge

beyond the Exeter end of Barnstaple station platform. Secondary access would be available by the current road to the east of the

Brian Ford shopping area and, possibly, by a further road to its west.

A sketch map, adapted from the council's plans, shows these

arrangements, including their relationship to the bypass. Asked

about the dependency of the freight exchange on the bypass's

construction' Mr. Prowse said that, while the terminal was

envisaged as an integral part of the whole development, its

construction could proceed without it.

How Would It Be Paid For?

The District Council already owns the land on which the

proposed development would take place, thus obviating a

major potential impediment to its fulfilment Beyond this, hinds

would be sought from regional and national sources, and from

Europe, with some from more local purses.

What Would It Be Used For?

Two main sources of freight were anticipated. One would involve the local authority directly. The council's existing waste disposal

facilities could be enhanced and concentrated on Seven Brethren. Some of their output, such as glass, could be taken out by rail.

Private industry would provide the other. A scrap metal merchant, long-established at Seven Brethren, could be one user. Brannam's

the local pottery firm, might be another, generating both inward and outward flows. For example, it already has substantial imports of

pots from China, now conveyed to Barnstaple by road from Felixstowe.

Setting Up The Freight Exchange: The Council's Part

Mr. Prowse enlarged on his earlier comment (see Issue 2) that the council 'ought to be setting an example and showing how derelict

land can be brought back to positive use.' It could do so at Seven Brethren, he said, by safeguarding the land for use of the kind

described above. It could provide facilities to encourage its use by local firms and set an example by using them itself. It could even

prime the pump to secure essential line enhancements.

Beyond this, it could act as an intermediary between local firms and EWS, the organisation which would provide the freight service,

and assist the latter in undertaking its feasibility studies. It had already set up a seminar for local businesses to explore the potential

of rail freight. He was adamant, however, that the rail option would have to overcome any reputation for unreliability if it was to be

taken up.

Finally, at a political level, the local council could work with county, regional and national agencies to ensure that proper use was

made of rail resources. Such collaboration was increasingly and desirably a feature of local government activity.

Possible Impediments

Mr. Prowse foresaw that the implementation of the County Council's wish for an hourly passenger service and the local thrust for

increased freight would not over-stretch the line's capacity. The freight, he anticipated, would go by night. Infrastructure

improvements to minimise flood disruptions would call for outside investment, with perhaps some pump-priming from local sources.

When Might It Happen?

Should the feasibility study currently being undertaken by EWS prove positive, basic facilities for a road/rail freight exchange could be

put in on land already reserved by the council almost at once. The timetable for more ambitious developments relating to access

would he governed by the progress of the proposed bypass.

Over To Our Readers!

We don't doubt that readers will view these proposals with interest, even enthusiasm. Equally, we think that they will have much to

say about them and may even have helpful proposals for their improvement.

Constructive suggestions, succinctly made, would be welcomed by us and, we believe, by the council. Please send them to the

editors by 31st July. We shall publish a compendium of them in the next issue.

John Gulliver

Gleanings from the Press

15 Minute Service for Exmouth Line?

According to the Western Morning News (3.2.00), Devon County Council has commissioned a study into the costs and possible

benefits of enhancing rail services between Exeter and Exmouth. A 15 minute interval services (i.e., twice the present level) will be

considered, together with station improvements and even relocations, with a view to further increasing passenger usage. what is

especially interesting is that the consultants have been asked to look at the role of the line over the next 30 years.

Lands End Trains

RAIL (no.381) reports that Prism Rail has drawn up proposals for making Exeter the hub of radically revised 'Lands End Trains'

services between London and the West Country. Eighteen trains a day would run between Waterloo and Exeter. Six would run

through to Penzance, three to Paignton, one to Falmouth... and two to Barnstaple! Exeter to London walk-on fares would be fixed at

about £38, markedly lower than First Great Western's current £64. Watch this space!

John Gulliver

SSRA Submission

Our Bid For Our Line...

The Shadow Strategic Rail Authority has asked for the people's views on the passenger services they want. What follows is the

committee's submission to the SSRA for the North Devon Line. We have sent copies to the Devon and Cornwall Rail Partnership

(which has incorporated it into its more general bid for branch lines) and to the Rail Users Consultative Committee as well. What we

don't ask for, we certainly won't get!

Passenger Services On The North Devon Line

This paper outlines the North Devon Rail Users Group's proposals for improved passenger services on the Barnstaple to Exeter

railway line. It is based on three key assumptions:

The line provides an important link between the growing conurbations of North Devon and the city of Exeter and places beyond

it, and between the many communities which lie along its route;

Its service, even in its present form, embodies a number of advantages inherent to public transport generally and to rail

transport especially. In particular, it is:

environmentally friendly: in a region of great natural beauty, its infrastructure does not mar the area's natural beauty; its

vehicles cause little pollution and have the added advantage of reducing road congestion;

socially inclusive: the line is available to everyone, including those who do not have access to cars as well as those who

do, to students, the elderly, the disabled, people with young children and to cyclists, as well as to the large numbers of

tourists who visit the area in the summer especially;

able to respond to wide fluctuation in demand, including those associated with tourism and holiday periods throughout

the year, as well as normal weekends;

While the line's contribution to the transport in the area is already significant, it could be far greater still if a number of

enhancements were made to current provision.

The vision of the enhanced service advocated by the Group is informed by members' informal but extensive conversations with

people who currently use the North Devon line and with others who do not at the moment but would if more favourable conditions

were offered, and by their careful study of the effects of service improvements of other lines in this country and on the European

continent. In the Group's view, it is entirely consistent with national policy, as set out in the Government's White Paper on the Future

of Transport (A New Deal for Transport: better for everyone), and with local policy, as set out in Devon County Council's response

(The Future of Rail Services in Devon) to the OPRAF 1999 Assessment consultation paper.

The enhanced service would have seven main characteristics. Four relate to timetabling:

A pattern which is easily grasped by potential users without the need for constant references to timetables. This calls for a

regular-interval, or 'clock-face', service of the kind already successfully introduced between Exmouth and Exeter;

A frequency of service high enough to afford would-be passengers reasonable flexibility in their times of travel. Given the size

of conurbations which the line serves, a Monday to Saturday minimum of eleven trains per day, with no gaps between them of

greater than two hours, is needed;

The integration of branch line trains with other services, of which those between Exeter and London (Waterloo and

Paddington), Bristol, the Midlands and the North are seen to be particularly important;

A spread of trains great enough to make such integration useful to prospective travellers. With business and other

long-distance passengers in mind, this calls for an early morning departure from Barnstaple and a late evening last train return.

The Group holds that these characteristics could best be realised through an hourly clock-face timetable for the greater part of the

day, starting from Barnstaple at or about 0600 and finishing at about 2200, but with a two hourly service in the latter part of the day.

Within this framework, and in summer especially, some through trains between Barnstaple and London (Paddington and/or Waterloo)

should be included. Failing that, the establishment of the greatest possible number of stipulated and efficient connections with trains

to and from other parts of the country is essential.

The other characteristics relate to the quality and price of the transport which is offered:

Comfort of rolling stock at least equal to that of good main line trains. This calls for trains of a minimum of two coaches at all

times, augmented by further stock in peak periods, and the use of rolling stock of class 158 or equivalent standard, adapted to

take into account the widely varying needs of travellers, including those with heavy luggage and bicycles;

Support services which enable the whole spectrum of prospective passengers to travel with ease. This relates to Barnstaple

especially, where demands for information, tickets and support to passengers with special needs can be considerable;

Fares which are affordable to all and attractive to those who might otherwise travel by car. Possibilities should include family

and individual ticketing, with lower fares for one-off journeys at certain times and rail cards and carnets of tickets for repeated

or intermittent journeys being made available.

John Gulliver

Fair Fares

Virgin Bargains

From 28th May, Virgin trains will be offering a range of attractive return fares between Exeter and places north. Among them are:

Birmingham New Street £15

Derby, Crewe, Preston £15

Manchester £15

York, Leeds, Carlisle £15

Newcastle £15

Edinburgh, Glasgow £15

Entitled Virgin Value 14 Day Fares, they must be booked 14 days prior to travel and are subject to availability. Even with North Devon

line fares added on they look like bargains.

Hugh Butterworth

Bits and Pieces

Steam Special to Barnstaple

Following use on the Easter Dawlish Donkey trains, BR Standard Class 4MT no. 80098, together with 7 well-loaded coaches (and

D33021 on the rear from Exeter), ran to Barnstaple on Saturday 29th April.

Some committee members travelled on the train at reduced rate, courtesy of Past Time Rail, in order to distribute leaflets about the

Group's work. Three things were specially notable about participants' responses. One was the large number of people from Exeter.

A second was how many of them had not been to Barnstaple by train before. The third was a warm appreciation of the beauties of

the countryside seen from the carriage windows. Rich opportunities here for marketing regular services on the line one might think,

perhaps with reduced afternoon fares to fill the less used trains?

New Summer Timetable

The present winter Monday to Friday service of 9 trains each way is perpetuated with the the main alteration being that the present

0812 ex-Barnstaple becomes the 0859, a generally better time for the non-commuter market to Exeter and beyond. The present

1618 ex-Exeter Central becomes the 1647 and gives a good connection out of a down Paddington service. Also, this train will now no

longer be combined with a Torbay service between Exeter Central and Exeter St. Davids, thus avoiding passengers being in the

wrong part of the train, as has happened on many occasions!

The Saturday service reverts to the level of service provided in 1998; ie. 11 trains each way, and is to be welcomed. The new

Sunday service is as in previous suminers with 5 trains each way.

The level of service to the request stop stations on Monday to Friday is generally as in the winter timetable with one welcome

addition of a Morchard Road stop in the 1256 from Exeter Central. The new Exeter to Okehampton service becomes 5 trains each

way (instead of 6). All trains have approximately half an hour's layover at Okehampton with the first train at 0928 from Exeter Central

connecting out of the first down train from Salisbury, thereby opening up the Dartmoor rail and bus services to people from East

Devon and further afield.

Bideford and Instow Railway Group

Congratulations to the Bideford and Instow Railway Group! Permission has been obtained from the authorities for the running of

passenger-carrying trains on their line at Bideford. See you in Barnstaple...

Welcome To New Members

Recently jomed, and very welcome, are:

Mr. R. Bowman of Bishops Tawton

Mrs. J. Hiscox and Mr. R. Winger, both of Newton St. Cyres

Mr and Mrs. Lawlor and Mr. F. Webber, all from Barnstaple

Mr. R. Sainsbury of South Molton

Mrs. P. Slade of Westward Ho!; and

Cllr. N. Way of Crediton.

Tony Hill and David Gosling

Your Letters

Dear Editors,

Congratulations on an interesting and informative second issue.

You ask in this whether NDRUG should have the courage to take up matters of

public policy, such as improvements which would make the Tarka Line more

suitable for freight. As someone who is interested in all aspects of

sustainability, my answer would be 'of course'?

There is only so much local people and councils can do. What we urgently

need is legislation and national investment which would really encourage

freight on to the railways (as well as people).

I hope that our group will start lobbying now.

Linda Lever, Crediton

The above letter is representative of one of the main reasons the Group exists, and happens to agree with the editors' views. This is

your page. Please let us have your comments and opinions, whether they agree with ours or not!