Table of Contents

Editorial

Chairman's Column

North Devon Line

Re-sleepering Project

Wessex Trains Timetable

Meeting

Virgin Voyagers: One

Passenger's Impression

Having Our Say

Meetings recently attended

by NDRUG committee

members

Day Return to Exmouth

ACoRP at the AGM

Tarka Line Working Party

Nothing Changes

Times for Tomorrow

A Radical Approach

Towards a Regular and

Frequent Service

Introduction

Potential service pattern

Infrastructure upgrade

Conclusion

From Cinderella to Princess

VT1 Blue

VT4 Orange

Wessex Trains: Stakeholders'

Charter

Introduction

Intent

Principles

Actions - Wessex Trains

Representation

Information Provision

Marketing and

Communication

Consultation

Continuing Improvement

The Charter

Other

Actions - Stakeholders

Representation

Information Provision

Marketing and

Communication

Consultation

Continuing Improvement

The Charter

Issue 13, January 2003

EditorialAround 10,000 sleepers have been replaced on the North Devon line in recent weeks, the work

being expedited by adopting a heavily-mechanised approach. Late-night working in the rain near

Eggesford, December 2002.

Picture: John Pitts

So, Network Rail are to

take over the

maintenance of their own

track between

Paddington and Reading.

If, under this regime,

cost-savings fail to be

realised, then there will

be no hope for the rest of

the system. I understand

it to be the case that

there are more individuals

currently officially

licensed to work upon the

railway, solely within the

maintenance field, than there were total numbers within the whole of the railway industry prior to

privatisation. If this claim is correct then it does not seem too difficult to pinpoint at least one

area where money is likely to be saved!

There are other ramifications of current policy. Engineers, inspecting bridges on the line, for

example, are not always employed by a local company. The valuable knowledge gained over

many years working in the same area has often been lost since BR's demise. I would expect a

reversal of this detrimental policy to result in an increase in local knowledge and its consequent

beneficial effect on detecting difficulties before they become problems.

The consultation meetings organised under the auspices of the Rail Passenger Council,

designed to gather intelligence as to stakeholders' views on the future of the Wessex franchise,

has had no effect whatever on the Strategic Rail Authority's original declared intention of

handing everything over to a new Greater Western franchise. The RPC remit, as I understand it,

was to listen and evaluate - not recommend. I have seen the report, and the views expressed

are largely in line with those I heard vocalised at the two meetings I attended at Exeter and

Salisbury: there was no great measure of support at all for the move the SRA still means to

implement. I know that not every consultation exercise will result in a change of policy, but some

would appear to be heeded less than others. The option decided upon is not the worst that the

region could have had foisted upon it - but it certainly isn't the best.

In terms of its potential impact on the North Devon line, the outlook is even less rosy. Whilst not

apprehensive with regard to the line's ultimate security, it is far from being the best choice with

regard to realising the line's ultimate potential. There has been no evidence of the big franchise

at Swindon caring anything at all about our existence and, when forced to, in 2006, it could well

be minimal. There is more chance of Barnstaple trains reaching Waterloo than there is of their

reaching Paddington - and I suspect that that claim will hold true even after 2006. South West

Trains already reach Paignton and Plymouth, for example, and First Great Western is quite shy

even of serving Torbay, let alone North Devon. Let us hope that, with the awarding of the new

franchise (unless the SRA change their minds once more and opt for yet something else!), the

incoming management will (as they are expected to be obliged to do) institute a local

management tier and bring with it a change of attitude with regard to the less well-patronised —

but equally necessary — parts of the West Country railway.

Noticeboard

Request Stops on Danish

Branch Lines

Your Letters

Membership Matters

New Members

Committee Meetings

(Members Welcome)

David Gosling

Chairman's Column

Perhaps you were among those who braved a wet and windy November evening to attend our

most recent AGM? If so, you may have noticed, just behind the speakers, a display board,

glazed and framed, taller than it was wide, housing four smaller panels, each depicting some

aspect of the North Devon Rail Users Group's activities. Had you looked closely, you could not

have missed its craftedness: print perfectly set in its panels; corners precisely mitred (if only I could form such right-angles); glazing

immaculate; and so on. Made by David Gosling, who has now relinquished the chairmanship of the Group after two years in the hot

seat, it spoke of nothing so much as a concern for quality.

If I wanted to identify just one thing that epitomised David's work for the Group over the years, it would be this: a concern for quality.

Display boards, the kind of rolling stock we want for the line, the magazine itself; and much more: the quest for quality runs through

all. With the help of Linda Rogers and others, David will continue to work on the magazine. Without doubt, the high quality of its

presentation will be held. Meanwhile, perhaps the most important thing that the rest of us can do is to keep this concern for quality at

the heart of all we do on the Group's behalf.

For the moment, at least, we have a fair wind behind us. The refurbished — and greatly improved — Wessex Trains multiple units

are becoming more common. Railtrack, now Network Rail, has installed bright new waiting shelters at many of the line's smaller

stations and completed its sleeper replacement programme. Wessex Trains, supported by the Devon and Cornwall Rail Partnership

and Devon County Council, has won funds for two additional weekday trains. The prospect of an hourly service becomes closer.

Hopes for a substantial refurbishment of Barnstaple Station grow. It would be a churlish person indeed who did not acknowledge the

contribution these developments can make to improving the quality of the service offered by the North Devon line.

But it would be a foolish one who ignored the clouds on the horizon. At a recent conference, Richard Bowker, Chairman and Chief

Executive of the Strategic Rail Authority, reminded his audience that a new railway coach costs around £1m, but a new bus about

£125,000. Parts of the national rail network, he pointed out, are congested. Is limited capacity better used for thinly patronised local

services which could be handled by bus or tram, he asked, or for regional flows for which other modes are less suitable than rail? He

cited Nottingham and Bristol as examples of where hard decisions may have to be made (hence the trams). We, however, might see

a parallel in Exeter St. David's, where Barnstaple trains must be threaded into a busy main line, and, with the hourly service in mind,

ask what price the national network should pay to accommodate our local service.

We would be unwise to believe that Richard Bowker is alone in raising such concerns. Behind him is the Treasury, whose mandarins

will not be unaware that regional services, such as ours, account for more than two thirds of rail's total subsidy. We should not think

them incapable of sharpening the axe.

Yet there is also heartening news. 'I am not talking about closing lines,' said Mr Bowker, 'our aim is to run the existing network

properly, not to cut it back.'

Running the network properly includes looking at costs and setting them against benefits. We know that the costs of running our little

piece of the network far exceed its revenue from the fare box. I believe that the greatest challenge our Group faces is to persuade

the government - at all levels - that it is a good thing to make up the difference from public funds. More than that, it is to persuade all

concerned that more public funds should be put into the line, so that the service it offers is not merely maintained, but improved.

It is here that Mr Bowker does us his greatest service. 'Fortunately,' he reminds us, 'we can now take account of external benefits

when we make the case for rail. We can put a value to time-saving benefits, to reducing congestion and road accidents, and even to

environmental and social inclusion benefits.' In short, there can be more to it than the size of the fare box alone.

Readers will have noticed that points like this have been broached from time to time in past issues of this magazine, sometimes

directly, at others obliquely. I have no doubt that we must constantly return to them, so that we can make an ever more persuasive

case for further raising the quality of what our line offers.

Some of the issues may be quite technical. How, for instance, do we place a value on time saving, environmental or social inclusion

benefits? We do not have the resources of time and energy to tackle them on our own with the thoroughness that is needed.

Fortunately, however, we are not alone. Every comparable users group in the country must concern itself with such matters. By

allying ourselves to them, and to organisations like the Transport Research and Information Network, whose manager addressed our

recent AGM, we can support one another in our quest for quality.

John Gulliver

North Devon Line Re-sleepering ProjectAmey staff seen working late into the night replacing sleepers. Infrastructure repairs may be inconvenient — the last two trains of the

day, Monday to Thursday, were replaced by a bus service — but they are essential to the future well-being of the line.

Picture: John Pitts

The major sleeper renewal works (described exaggeratedly as

track modernisation on station timetable posters!), undertaken

on the line between October and December 2002, involved the

last two trains being replaced by road motor coaches on

Monday to Thursday nights, inclusive, to enable the track

maintenance contractor, Amey, to have a sufficiently long

possession to enable a worthwhile amount of work to be done.

Indeed, passing Portsmouth Arms late one November night, I

came across around twelve illuminated road-rail vehicles at

work with what seemed a surprisingly high number of

attendant track staff.

Approximately 10,000 rotten wooden sleepers were identified

for replacing with new creosoted softwood sleepers from

Australia — apparently a sufficient quantity of similar quality was not available, within the required timescale, from British sources.

The sleepers, about 120 per night, were changed by mechanical means using a road-rail machine with special head attachment which

slid the old sleeper out, subsequently sliding the new sleeper into its place. Accompanying road-rail vehicles transported the new

sleepers to site from various locations along the line, where the sleepers had been delivered by lorries.

As a comparison, it is worth noting that a gang of 18 volunteers, on the Mid-Norfolk Railway near Dereham, recently changed 50

sleepers manually, and on a very wet day!

The cavalcade of assorted road-rail machines and trailers could be seen, berthed during the day — and often receiving mechanical

attention — in the sidings at either Crediton, Lapford or Barnstaple.

There is no doubt that the planned bustitution of services, with journeys taking up to nearly an hour longer, deterred many passengers

from using the North Devon line. Instances occurred of coach drivers, with little route knowledge, sometimes requiring guidance by

their passengers! Worse, there were occasions when passengers were left behind at intermediate stations; some such occurrences

— unfortunately, but not surprisingly — made the local papers.

Until about ten years ago it was normal practice on the North Devon line to re-sleeper two to three stretches of line, each of

approximately a quarter of a mile, each year. Some of the last stretches completed included a section just north of Portsmouth Arms

— with new wood sleepers; Morchard Road — with concrete sleepers recovered from the Barnstaple/Torrington line; and just east

of Crediton — again with second-hand (early 1950s) concrete sleepers. Yeoford to Coleford Jn. was relayed with second-hand

concrete sleepers and flat bottom rail, welded into long lengths, which came from the main line.

Under British Rail, spot re-sleepering was done manually where and when required. This could be done during the day, with no

disruption to trains. However, the backlog of sleepers needing replacement on the North Devon line (and some Cornish branches) had

become so great since privatisation in 1994 that there was a rethink on the methods previously used. On the Continent, road-rail

machines were used for what is a heavy, slow, and arduous manual job. Railtrack decided last year to follow continental practice,

initially in the South West, on the Newquay, Heathfield and Barnstaple lines.

This re-sleepering was, fortunately, completed earlier than expected — by 9th December — and bustitution of the last two trains

each Monday to Thursday ceased.

Tony Hill

Wessex Trains Timetable Meeting

On 23rd October, committee members Hugh Butterworth, Tony Hill and Neil Sunderland met with Wessex Trains at their Exeter head

office to put forward suggestions we have for consideration in their planning of the Summer 2003 timetable.

Whilst reluctantly accepting that an increased and regular frequency, together with reduced journey times, is still some way off, the

opportunity was taken to ask for an earlier train than is presently available from Barnstaple, at least on Mondays, and a later train

from Exeter at least on Fridays.

Items pointed out for consideration included:

on Mondays to Fridays, an extra request stop at Yeoford and Morchard Road on the 08.24 Exmouth to Barnstaple;

the 12.21 from Barnstaple to connect with 13.30 to Waterloo;

the retiming of the 08.59 ex-Barnstaple earlier, to give good connections at Exeter St. David's to Paddington, Waterloo, Bristol

and the North, and Plymouth;

a review of afternoon/early evening trains from Exeter, to cater for those who finish work in Exeter between 16.45 and 17.30;

on Saturdays, the 08.15 from Barnstaple to leave at about 09.00, as this is more convenient for returning holiday makers who

have to get to Barnstaple from the coast, and would also provide a more convenient time for shoppers to Exeter, easing the

loading on the always busy 10.08 Barnstaple;

the last train from Exeter to connect out of the 18.35 Paddington;

on Sundays, the first train from Barnstaple to connect at Crediton with the Dartmoor Rover train to Okehampton.

It is good to report that Wessex Trains have already acted on two of our other suggestions: in the latest North Devon line timetable

('D'), reissued from the 11th January, details are given of all trains between Exeter Central and St. David's (page 12). In addition, on

page 22, comprehensive details are given of the North Devon Rail Users Group; including a brief description of our work, how to join,

and membership rates.

Whilst acknowledging that planning the North Devon line timetable is a challenging process, not least because of its often-conflicting

travel requirements, the meeting was successful in establishing closer ties with Wessex Trains, hopefully to the mutual benefit of all

concerned.

Tony Hill

Virgin Voyagers: One Passenger's Impression

Whilst acknowledging that nothing can go on for ever, I had no particularly strong views against Virgin Cross Country's service prior

to the start of the Winter 2002/3 service, which saw the almost widespread introduction of new Voyager 4 or 5 coach diesel multiple

units on a little-and-often service philosophy on their routes.

My first journey in one of these new trains was on 3rd December 2002, from Exeter St. David's to Birmingham New Street on the

11.13 Plymouth to Edinburgh service. The train was almost on time, with plenty of empty seats (to be expected at this time of the

day); the train's exterior and interior were clean and bright.

However, for an average-sized person, I found the seats particularly uncomfortable. They are very hard, with backs that feel too

upright; the arm rests are narrow and hard. The small overhead luggage racks are lower than on an HST and, therefore, easier for

passengers to hit their head on when rising from the window seats.

I was aware of the noise from the underfloor engine; this was very noticeable whenever the train was stationary. I was also aware of

the unpleasant smell from the toilet retention tanks under the coaches. I suspect the air-conditioning intake may be close to the tanks!

Each coach has only four tables compared to eight in an HST coach, and, of course, even more in a conventional loco-hauled,

standard class open coach. There is also greatly reduced luggage space — none at all between the seat backs. As most seats are

airline-style, the overhead racks are smaller, and there are only three stowage areas in each coach for larger cases and other,

heavier luggage.

The grandly titled Retail Service Manager, in all intents and purposes the Buffet Car Steward, had little business between Exeter and

Birmingham, despite it being meal time, and made little effort to encourage patronage of his limited and expensive refreshments.

It is worth recounting that in the 1970s the 07.35 Plymouth to Edinburgh Inter City train (of twelve coaches) used to do three sittings

of breakfast in the luxurious, loose-chaired first open coach, between Plymouth and Bristol — about 80 meals! In addition, a huge

number of coffees, teas, biscuits and sandwiches were sold to passengers at their seats.

As to these new trains' lack of capacity to deal with travel peaks, all I will say is that anyone with any experience of the cross-country

routes will say 'I told you so!', and they will not be at all surprised to hear of the horrendous overcrowding experienced by

passengers, particularly those returning to the South West from Birmingham and Bristol in the afternoons and evenings, on these

short trains.

I have no hesitation in saying that I find the comfort of an Inter City 125 HST far greater and I will in future try to plan my cross-

country journeys for as long as possible around the remaining HST-worked services, of which there are still about four each way a

day serving the South West. It is quite unbelievable that there are now no through cross-country services between the South

West/South Wales and Manchester/Liverpool on weekdays!

To end on a brighter note, it is good to report that Voyager vehicles had a small modification carried out to their computers which

should mean the engines no longer cut out when salt water lands on the coach roofs, as occurred at the start of this winter between

Dawlish and Teignmouth, causing much disruption to cross-country services!

Tony Hill

Having Our Say

Meetings recently attended by NDRUG committee members

Devon County Council, and the Devon and Cornwall Rail Partnership, each had a representative at a site meeting at Barnstaple

station on 14th November. NDRUG's Hugh Butterworth also attended.

Once again, the painfully slow process of finding a use for the impressive, old stone station house, which has been disused for many

years, took, hopefully, a positive step forward. A scheme is now being prepared, with submissions for grants, for the provision of a

much-needed refreshment room, and associated facilities, in this building, which adjoins the main station booking office and waiting

hall. This would mainly serve rail passengers and Tarka Trail users.

South West Trains Passenger Panel Meeting was held at Southampton on 18th November. Committee member, Andrew Tummon,

took the opportunity to raise various matters concerning the Exeter to Waterloo service and, most importantly on behalf of NDRUG,

emphasised the need for a through Barnstaple to Waterloo service.

The annual Rail Passengers Conference was held in London on 4th December and was attended by 200 people representing

Regional Rail Passenger Committees, the rail industry, and rail user groups. NDRUG was represented by Tony Hill. This was an

all-day conference, chaired by Stewart Francis, Chairman of the Rail Passengers Council. The main speakers were Alistair Darling,

Secretary of State for Transport; Richard Bowker of the SRA; George Muir, of the Association of Train Operating Companies

(ATOC); Chris Green of Virgin Trains; and the (as yet) little-known Adrian Montague, Vice-Chairman of Railtrack.

There were a lot of impressive words used, but, cutting through it all, the message was that, now Railtrack — as Network Rail — is

very much under the Government's thumb, there is going to be much greater attention paid to the financial costs and justifications for

major investment schemes — an acknowledgement of the spiralling (almost out of control) costs of most schemes since the

privatisation of BR. The Treasury was detected as probably being behind the financial squeezes which followed the serious

deterioration of this country's balance of payments and the need to increase the public sector borrowing requirement!

It is also clear that a close examination of the passenger timetable is to be undertaken, ostensibly with a view to improving punctuality

at key locations where it is known that there are too many trains causing delays. This could mean a reduction in services from this

summer (e.g. possibly at Birmingham New Street!) to help satisfy the travelling public's priority wish for punctual trains. This, of

course, will also financially assist the Government, because fewer trains will mean less so-called congestion and, therefore, less

need to carry out infrastructure schemes designed to improve line capacity.

With very few train moves un-timetabled these days, one wonders just how (for example at Bristol East Jn.), in the 1970s, the

numerous 'at signalman's discretion' movements of Light Engines, Freight Trips, Engineer's Specials and Shunt movements, would

have been fitted into the timetable! (I suspect that few of these would have moved under the Darling/Bowker philosophy!)

Tony Hill

Day Return to ExmouthA substantial amount of cash is soon to be injected in plans to refurbish the whole of the station, including new ticket facilities,

improved rail/bus integration, and the re-establishment — long overdue — of refreshment facilities. It will be impossible to match

Settle's magnificent, brooding scenery; nevertheless, if the environs are tidied up — the redundant platform, the weeds, the litter —

the improvements will make the total picture far more presentable and welcoming.

Picture: John Hartley

On a lovely day last August, my wife and I set off from Barnstaple station on an

early train to Exmouth, for a day return trip. We had not been on this line to

Exmouth for a long time and we did not realise just how beautiful North Devon

was, as the Tarka Line follows the valley of the Taw river for many miles. About

an hour later, we arrived at St. David's station, Exeter, and waited for about

twenty minutes for the next train to Exmouth.

The line to Exmouth from Exeter follows the River Exe for most of the distance

with a continuous variety of wildlife, salt marshes and views across the Exe

estuary, such as Powderham Castle and Starcross. At Topsham, we alighted for

a stroll and then a coffee at the Georgian House Restaurant. So impressed were

we with the quality of the food, and the surroundings, that we decided to return

for a wild salmon lunch. In the interval we wandered at will around this charming

town on the banks of the Exe, with its excellent examples of Dutch architecture;

and around the quays alongside which was a fully restored Thames sailing barge.

Then on to Exmouth, a fine example of a Victorian holiday town, with waterfront

promenades, colourful parks and charming terraced houses. After tea, we

returned to Barnstaple after a change of trains at St. David's. The soft evening

light was a pleasant relief after the glare of the midday sun.

As we alighted from the train at Barnstaple, another couple looked up in horror at

the state of the stationmaster's house - such was the scene of total neglect and

decay of this once classical Victorian house.

Below is a photograph of the station at Settle, North Yorkshire, which I couldn't resist taking. It shows what can be done to make a

railway station attractive and appealing to rail travellers. Incidentally, the stationmaster's house is a very successful bed and

breakfast with a charming hostess and northern hospitality thrown in.

-

Room with a view! Bed-and-breakfast in the Station Master's house; and the well-cared-for station: why can't they all be like this?

David Baker

ACoRP at the AGM

After the business side of November's AGM was out of the way, John Gulliver, our new Acting Chairman, introduced Dr Paul

Salveson, the General Manager of the Association of Community Rail Partnerships, who spoke to us of the difficulties faced by rural

rail lines, and how improvements may be sought.

He started by indicating that there had been a strong level of dependence on the North Devon line, identified in a survey carried out

by ACoRP in 1998, and remarked on the difference between the nature of a meeting held in Barnstaple in 1935, designed to avert

closure of the Lynton line, and this one, designed to improve all aspects of service that the line to Exeter provided: at least we

weren't fighting closure.

ACoRP is a federation of 35 rail partnership organisations, and new rail partnerships continue to mushroom. It is funded by the

Strategic Rail Authority, the Countryside Agency, the Association of Train Operating Companies, and the ESME Foundation. In

dealing with Wessex Trains, Paul considered them to be one of the more responsive TOCs.

In outlining current moves, Paul described the Parish Platforms initiative, designed to get parish councils interested in their local line

— and station — and in other public transport matters, such as bus and bicycle provisions. The Countryside Agency is also involved

with the Market and Coastal Towns Initiative, promoting business developments at stations. Part of the initiative is to provide advice

to new groups, and the experience of others who have already trodden similar paths is always available, avoiding the reinvention of

the wheel. ACoRP freely examines other parts of Europe in order to compare practices and, drawing on the best examples that are

available, tries to influence hearts and minds.

Something that may already be apparent to those interested in supporting the retention and improvement of rail services, unlike many

politicians — for many years — is that, as Paul categorically stated: 'Bus substitution does not work'. Bus integration with rail

services — quite a different animal — is well worth pursuing, however. He went on to say that passenger safety and security was

always a priority, and needed to be improved. There was a need to bring activities back to the stations so that other faces were

present there. More measures that tended to promote extra travel, like music trains, for example, should always be sought. With

regard to the attitude adopted by rail user groups, he stated that they should not indulge in only unabated and continual criticism: this

was unhelpful and unproductive. A group acting reasonably and responsibly was far more likely to attract the sympathetic ear of a

TOC.

With regard to the future of rural lines, it was thought that line closures are not likely, but this must be coupled with a determinism to

get more out of each line. He identified the need for each TOC to do its bit in stimulating extra ridership. More needed to be done in

connecting local services with those on the main line, and there was a need for a new generation of rural trains capable of 100 mph

running so that they can fit in on the main line without disrupting existing main line services. Paul thought that remote management did

not help: ACoRP had been looking at rural lines on the Continent, where there is evidence of local management being brought back

— sometimes with management responsibilities for track maintenance! The preferred option is to keep rural lines within the main

network (often a main line TOC can provide a degree of protection), but to establish smaller area management groups, with local

responsibilities, who can respond more readily to local needs.

Paul made a last comment about the difficulties encountered in opening new stations (or, indeed, such things as a dedicated train

crew depot at Barnstaple, which would greatly facilitate earlier morning and later night services), but did say that, although as an

alternative it may prove inferior, dedicated bus/rail integration could and should be promoted.

Paul's presentation was followed by a lively question and answer session. On behalf of the Group, I would like to express my thanks

to Paul for coming all the way to Devon and giving us some insight as to the possible future of Britain's rural lines.

I was delighted to see a representative from Barnstaple Town Council present in the audience: the leads given by Paul as to how

money could be sourced by the Council and put to good use, will I am sure, be followed up.

David Gosling

Tarka Line Working Party

Organised by the Devon and Cornwall Rail Partnership, the Tarka Line Working Party includes representatives from local authorities,

Wessex Trains, the Rail Passengers Committee for the West of England, the North Devon Rail Users Group, and other interested

parties.

Local authorities represented include Devon County Council, Mid Devon and Torridge District Councils and Barnstaple and Crediton

Town Councils. It is a pity that North Devon District Council so rarely send a representative, even when meetings are held in

Barnstaple, particularly as North Devon is the chief beneficiary of the Tarka Line and its tourists.

The working party meets three times a year. In October, it was told that new shelters had been erected at Umberleigh, Portsmouth

Arms and Copplestone; another would shortly be in place at Morchard Road. Stations on the line will receive new signs with Tarka

line branding, benches, shelters and fencing will be repaired, and vegetation cut back. New posterboards will be provided and

Barnstaple's station clock will be repaired (at last).

Work will be carried out to promote the bus/rail interchange at Barnstaple and a new bus/rail leaflet will be produced. The Tarka Line

Rail Ale leaflet was launched; the public was encouraged to have the leaflets stamped at ten inns. Of the first 30 completed leaflets

returned, interestingly, 27 came from visitors to the area. A programme of regional events will be produced to run from February to

the end of May.

Hugh Butterworth

Nothing Changes

At the Northam and Westward Ho! Chamber of Commerce annual dinner in February 1937, Mr W J Oxenham, the President of the

Bideford Chamber of Commerce, pleaded for the doubling of the Exeter line to North Devon in order to encourage industry in to the

area.

Hugh Butterworth

Times for Tomorrow

A Radical Approach Towards a Regular and Frequent Service

Pictures: David Gosling

Introduction

The North Devon Rail Users Group is constantly looking at how best to plan for the future operation of the Barnstaple-Exeter line, and

there is broad common agreement that an hourly, clock-face service is necessary, with through trains to Waterloo. Yet the

implications of this relatively simple concept are considerable — stopping pattern, train and crew diagrams and infrastructure

considerations are the most obvious, with the prospect of two or more train operating companies thrown in for good measure!

In order to be useful, any train service has to be regular and frequent. Given an hourly service, would passengers from Barnstaple be

pleased if all their trains called at all stations? If they did not, then the service from intermediate stations would not be at all useful

and they might as well be closed — not something I would advocate, you understand!

The infrastructure constraints are significant. The long sections of single track are a sure recipe for delays if a more frequent service

is to operate reliably, and the economies introduced at the same time lead to a relatively slow end to end journey time. For example,

ignoring temporary speed restrictions and overall line speed, the ungated crossing at Salmon Hutch, the 30 mph permanent speed

restriction in the Umberleigh area and, worst of all, the inordinate delays for crossing trains at Eggesford, all combine to add upwards

of 10 minutes to what otherwise would be a comfortable hour for an all stations train covering a 39 mile journey. For the future, surely

it is not unreasonable to expect a modest increase in average speed from 40 to say 50 mph.

The Barnstaple Branch has to be considered as an integral part of the Devon network of local services, not least because the

traincrew and set utilisation implications and the need to operate services as economically as possible, albeit in the context of social

and environmental considerations. Through trains, either as part of a single franchise or in co-operation between two or more

franchises, obviously have practical implications.

Consequently, therefore, the purpose of this article is to examine what can be done to achieve improvements to meet the aspirations

of NDRUG and, indeed, all users of the line.

Potential service pattern

Firstly, let us consider the part rail can play in the local transport needs of Devon. Exeter and Plymouth are the major destinations for

work, shopping and recreation and so, as now, services are focussed on them. However, rail offers safe and almost congestion-free

opportunities to travel across these urban areas. As Exeter is our main local destination, I will deal only with its Travel to Work Area.

Individual services could develop as follows:

Exeter-Exmouth: half-hourly at present but, with suitable infrastructure upgrade, could operate every 20 minutes;

Exeter-Torbay: half-hourly, alternately semi-fast and stopping, as on the Exmouth branch;

Exeter-Honiton: half-hourly, again alternately fast and stopping;

Exeter-Okehampton: hourly service, calling at Newton St. Cyres, Crediton and Yeoford;

Exeter-Barnstaple: two-hourly, calling at Crediton and then all stations. Two-hourly calling at Lapford and then all stations.

Two-hourly, forming portion of Okehampton service all stations to Lapford feeding into and out of fast service in order to

maintain an effective link with Barnstaple as well as providing an hourly service from local stations and two trains per hour at

Crediton and Yeoford.

In order to create as many journey opportunities as possible, whilst also making the network easy to understand, it is desirable to link

these wherever possible as, for example, already happens with through trains from Barnstaple and Torbay to Exmouth.

Thus, the fast Barnstaple trains could be extended to Honiton with some continuing to London Waterloo and/or the South Coast. So,

for example, the 07.xx service could go to Waterloo, the 09.xx to Brighton via Portsmouth, the 11.xx to Waterloo, and so on. (The aim

is to achieve at least an hourly service from Exeter to Waterloo and these through trains would be part of that service with others

starting, as now, at Plymouth and Torbay, or at Exeter itself.) The even-hour service could extend to Exmouth as now.

The Okehampton/Lapford service could extend as the stopping service to Honiton giving a good west-east service across the county.

In both cases there would be no need for reversal at St. David's, freeing up valuable track and platform capacity. The Torbay-

Exmouth link would be maintained broadly as now, but possibly operating twice per hour if the latter service is increased.

Infrastructure upgrade

There will before long be a need for signalling in the Exeter area to be renewed, and this will give an opportunity to handle the above.

I believe that the following infrastructure enhancements are essential to enable the local network to function properly:

At Barnstaple, there is a need for additional capacity to handle a more frequent service, with longer trains and layovers, by

bringing the redundant platform face back into use and/or additional sidings. Re-instatement of run-round facilities, whilst not

essential, would be highly desirable to enable the Tarka Line to be fully exploited for recreational purposes.

Consider need for additional passing places at Umberleigh to facilitate reliability and provide capacity for growth. If possible,

raise line speed.

Construct a new, two-platform station at Lapford, either side of the through siding, which would be brought up to standard for

passenger train use. Provide car park. By moving the station to the opposite side of the A377 bridge, it would be nearer the

village and easier to access by motor vehicle.

Move the entry to the single line section from Crediton to Yeoford and reinstate the redundant platform. The effect of this

would be to create additional capacity to cope with the increased service between Coleford Junction and Cowley Bridge, and

to aid reliability.

Safeguard the second platform face at Newton St. Cyres or identify an alternative location to provide an additional passing

loop if needed.

The whole line could be controlled by an additional work-station in Exeter Power Box using an appropriate electronic control

system. Alternatively, and possibly essential in the short to medium term, a new signal box could be provided at Yeoford with

control over the whole line, including point motors at Lapford and Barnstaple. Conventional signalling would not be needed as

RETB or its modern equivalent would be used.

Between St. David's and Central stations, additional capacity is required and could be achieved by making both lines

bi-directional and, possibly, closer signal spacing.

To enable a twenty-minute service to operate on the Exmouth Branch additional capacity, in the form of one or more passing

loops, is required.

The exact mode of operation would depend partly on stock, traincrew and financial considerations, to achieve the most

cost-effective means of achieving the above on a regular and easy to understand basis.

Conclusion

I apologise for the length of this article, but I hope that it is of interest. The issues are complex and require detailed study and so your

comments will, I am sure, be welcomed by your Committee.

John Phillips

From Cinderella to Princess

This is Virgin Trains' introduction to its new cross-country timetable. Virgin Cross Country runs from the South Coast to the North

West, the North East and Scotland. Virgin have now introduced their new Voyager and Super Voyager trains and the number of trains

operated each weekday has consequently risen from 130 to 250. Virgin claim that a typical journey time will be reduced by 20%.

Two routes serve the South West: VT1 Blue to the North West, Glasgow and Edinburgh; VT4 Orange to the North East and

Edinburgh. It should be remembered, when reading my comments, that timetables took so long to prepare that Wessex Trains had

no time to amend the Tarka Line timetable to provide improved connections. We hope that something can be done in the future.

VT1 Blue

I understood that this would be an hourly service; it is, at present, a two-hourly service. I do not yet know whether the service is

already in its final form or whether it will be augmented to an hourly service at a later date.

On Monday to Friday, trains leave Exeter at 11 minutes past the even hours. The 0811 for Edinburgh is too early as our first train

arrives at 0816. The only alternative is to drive to Taunton and catch it there at 0835.

The 0859 from Barnstaple arrives at Exeter at 1005 and the Glasgow train leaves at 1011. If you require assistance to go from

platform 1 to platform 5, then telephone 0845 300 0517. This is important, as it is vital that the Virgin train leaves on time and it won't

wait!

The other connections vary between 48 and 58 minutes. The last Glasgow connection is the 1418 from Barnstaple. There are also

trains at 2020 from Exeter to Birmingham and 2258 to Bristol. Saturday trains also leave Exeter at 11 minutes past the even hours.

Arrival times at Exeter from the North are at 44 minutes past each even hour which fits in well with Tarka Line trains.

VT4 Orange

The basic service to the North East leaves Exeter at 11 minutes past odd hours, though it is occasionally augmented. The 0709 from

Barnstaple connects into the 0911 to Newcastle which means a 55 minute wait. Other connections also involve long waits until the

1221 from Barnstaple which connects with the 1350 to Edinburgh with only a 23 minute wait.

The most convenient train of the day would seem to be the 1418 from Barnstaple. This connects with the 1545 at Exeter. As this train

starts from Exeter, it will already have arrived, and you should be able to board it immediately. It arrives at Leeds at 2036, Newcastle

at 2209 or, if you are really keen, Edinburgh at 0019.

The trains from the North East do not have a clock-face arrival time. One disadvantage is that, at the moment, there are no direct

services to Liverpool or Manchester. This, presumably, will change if an hourly service is introduced on VT1 Blue.

One big advantage is that one can reserve a seat at any time up to three hours before departure. This should mean that, if you join

the 0822 Penzance-Newcastle at Sheffield at 1518 you can reserve a seat at midday, even though the train is already approaching

Bristol.

We would value comments from all who use the new services.

Hugh Butterworth

Wessex Trains: Stakeholders' Charter

Introduction

The following document, compiled by Wessex Trains and signed by its Managing Director, Charles Belcher; and countersigned, on

behalf of NDRUG by David Gosling, the outgoing (in the political sense, at any rate!) chairman of the Group, details what is expected

from the train operating company towards groups such as ours — and, in turn, what is expected from us towards Wessex — since

this agreement is not to be considered a one-way affair; we, too, have our responsibilities.

Many such exchanges of identical documents have been undertaken recently between the TOC and various stakeholders in lines

served by Wessex Trains; we are one such stakeholder. It is reproduced here in full: it should be read carefully, for it indicates, for

the first time, the level of official co-operation that the company running our trains is prepared to indulge in with us. Such a concession

should be taken seriously, and treated with professionalism and consideration. It could, after all, subsequently be withdrawn. We

have, through this document, the means by which official influence may be proffered; the importance of that fact should not be

underestimated. I trust that, with careful, rational, reasonable and competent contributions on our part, such co-operation will be long

and fruitful. Elsewhere in this issue, you will see a report on the first consultation between the Group and Wessex — concerning

timetabling. The company does not, by any means, have to adopt what we suggest — but the fact that they are prepared and willing

to listen is a privilege not to be treated lightly.

David Gosling

Intent

This declaration sets out what organisations with an interest in the services provided by Wessex Trains can expect to receive from

the company, and in return what they can contribute to the enhancement of those services. The objective is to nurture a productive

interface that develops a relationship with each individual party in a mutually beneficial way that ultimately leads to improvements for

the travelling public. Producing a framework as such enables a better understanding of what is reasonable to expect from all parties.

Principles

A commitment to openness and the sharing of information.

A desire to work in partnership with stakeholders to achieve common goals.

A willingness to innovate and develop new services, facilities and initiatives.

A belief in sustainable, integrated public transport network.

A passion for providing the best possible rail service for local communities.

Actions - Wessex Trains

Representation

To provide a senior representative whenever possible to attend stakeholder meetings, when requested and when it is

appropriate to do so.

To host an annual 'Stakeholders Forum'.

To hold regular meetings between Business Unit Managers an stakeholder groups.

To provide presentations on rail development themes as appropriate.

To provide an initial single point of contact within the company (usually a Business Manager), who will act as conduit within the

company.

Agree framework of meeting dates 12 months in advance where at all practicable.

Information Provision

To produce a regular newsletter for each Business Unit and to provide to each stakeholder group contact.

To keep our website updated with information of use to all passengers and stakeholder groups.

To provide an organisational chart, with contact details and responsibilities, for Wessex Trains to each stakeholder group

contact. Updated on a six month basis (January & July).

Ensure that any alteration to the advertised train service is communicated in a timely manner.

To provide a draft of Winter and Summer timetables seven weeks prior to commencement.

Marketing and Communication

Ensure public relations activities (including press releases and events) are communicated at least by the time of release.

To work with partners on local marketing initiatives and special events.

To raise awareness of wider public transport integration, such as bus links through for example Tourist Boards and

Stakeholders own publications.

The preferred method of non-verbal communication with stakeholders contacts to be via e-mail.

Consultation

To act as a 'sounding board' for any rail-related questions the stakeholder may have.

To hold a consultation meeting with stakeholders on timetable issues in advance of each periodic timetable change, and to

take due account of the views expressed before the final timetable bid is made.

Continuing Improvement

To work closely and liaise with other public transport operators through meeting such as SWPTUF.

Implement a fault reporting line for company — for effective reporting of faults to station property and trains for staff,

customers & stakeholders, (vandalism, cleanliness, graffiti, defective lighting & information systems).

Constructively work through 'challenging customer' issues that may need addressing from time to time.

To respond to constructive comments from stakeholders, acknowledging receipt within 5 working days and replying within 15

working days.

The Charter

To review this charter on an annual basis. The main forum for discussion at the annual stakeholder's forum.

Other

To seek to develop the Charter over time and to embrace other areas of activity as required and as reasonable.

Actions - Stakeholders

Representation

To attend the annual 'Stakeholders Forum'.

To provide a single point of contact within the organisation, either as whole or for a) transport policy b) tourism policy c)

service provision and d) stations/facilities.

To assist in the engagement of groups representing people with a disability or special needs in the community.

To provide a representative to attend Wessex Trains' meetings, when requested and when it is appropriate to do so.

Agree framework of meeting dates 12 months in advance where at all practicable.

Information Provision

To keep us informed of requirements and expectations of rail services both in general terms and specific to a particular

locality.

To provide feedback on service delivery and quality standards.

To hold in confidence all documents, materials and other information, whether technical or commercial, provided by Wessex

Trains and shall not publish or disclose such to the media without authority from Wessex Trains.

To provide Wessex Trains updated information on Stakeholder contacts on a six monthly basis (January & July).

Marketing and Communication

The stakeholder organisation to promote rail transport in all relevant aspects of its activities, especially in the areas of leisure,

commuter and business promotion. To include ensuring Tourist Information centres are fully aware of rail services.

To internally distribute relevant Wessex Trains documentation within their organisation.

To engage in local initiatives to promote rail travel for example through signage to/from rail stations.

Ensure that the stakeholder groups public relations activities (including press releases and events) are communicated to

Wessex Trains at least by the time of the release.

To raise awareness of wider public transport integration such as bus links from/to rail rail stations.

To work with partners on local marketing initiatives and special events.

To ensure Tourist Information Centres are fully aware of rail services.

The preferred method of non-verbal communication with Wessex Trains to be via e-mail.

Consultation

To respond to consultation documents from Wessex Trains, acknowledging receipt within 5 working days and replying within

15 working days.

To act as a 'sounding board' for issues pertinent to the stakeholders area of expertise.

Continuing Improvement

To be proactive in the development of partnerships designed to deliver improved services, station facilities and other initiatives.

Constructively work through 'challenging customer' issues that may need addressing with Wessex Trains.

The Charter

To review this charter on an annual basis. The main forum for discussion at the annual stakeholder's forum.

Signed by:

Charles Belcher

Managing Director, Wessex Trains

David Gosling

Chairman, North Devon Rail Users Group

October 2002

NoticeboardThanks are due to Wendy Hillier for photographing all entries to the revitalised Station Floral Competition: one photo from each was

published in the previous issue here. The competition was won by Newton St. Cyres (left); second was Yeoford; third Morchard

Road. The trophy was handed to Jean Hiscox and Ron Winger, by Andrew Griffiths of Wessex Trains, at a special presentation held

at Crediton Station Tea Rooms in October. Andrew also handed free tickets to all prizewinners. All entrants were invited to the buffet

lunch at the Tea Rooms: this was NDRUG's way of saying thank you to all who worked so hard to make such a difference to the look

of the line over the summer months.

Picture: Wendy Hillier

Congratulations to member John Hartley of Newton Abbot who has recently

launched a much needed Torbay Rail Users Group.

The customer Information screens on the platforms at Exeter St. David's,

which were renewed in 2002, were for many months unable to show request

stops for trains. After much adverse comment from rail staff and passengers

(also NDRUG), the software was finally amended so that all calling points for

trains are now shown on these information screens.

At the time of going to press, the exciting project of relaying, initially 400

yards of track, on part of the Lynton & Barnstaple Railway from Woody Bay

station towards Parracombe, was well on target. The planned opening,

initially as a visitor centre at Woody Bay station, is scheduled for 18th April.

There is no doubt that some visitors will make use of the North Devon line,

which has some good connections at Barnstaple Railway or Bus stations,

with the Lynton bus service, which passes Woody Bay station.

Congratulations to the Dartmoor Railway at Okehampton for winning a 'highly

commended' in the annual Cyclemark competition for good practice in cycle

provision within the rail industry. The Sleeping Beauty Luxury Sleeping car

and accompanying Dining Car has arrived on the Dartmoor Railway for a

year, and is available for private hire (details from 07973 819895 or 01837

556537).

During January and February, Meldon Quarry is scheduled to supply ballast, by train for Network Rail use, in connection with track

work on First Great Western's West of England main line.

Heathfield, on the former Moretonhampstead branch, after an absence of about two years, is once again seeing regular traffic, with

the weekly despatch of wagons of clay to Italy.

In December, on Sundays, North Devon trains ran to, or started from, Exeter Central for city Christmas shoppers, due to the

generally very poor connections otherwise available in this winter's Sunday timetable.

Fortunately, the heavy rains and storms in December did not see suspension of train services on the North Devon line following the

extensive preventative work carried out by Railtrack to suspect river bridges in 2001/2. Meanwhile, less dramatically but still

necessary, the renewal of many miles of lineside fencing continues.

Tony Hill

Request Stops on Danish Branch Lines

Some Danish branch lines have a request stop signalling system that might suit the North Devon line.

Passengers wishing to join a train must press a button which illuminates orange signals. The driver, seeing the signals far ahead,

does not need to slow down if there are no passengers waiting. This not only saves time, but also the brake wear and fuel used in

slowing and re-accelerating the train. The signal, if illuminated, automatically switches off once the train has called.

At Vidstrup station, on a straight piece of track, the signalsfor both directions are mounted together. On a curving line,such as at Yeoford, they would need to be separated to beeffective.

On 30th May 2002, a train from Hirtshals calls at Vistrup, with therequest stop signal illuminated.

To keep things simple, there is only one button to press, and both direction’s lights come on. Hence the timetable beside the button,

so passengers can avoid needlessly stopping a train in the wrong direction.

With this system installed I hope it might be possible for all intermediate stations on our line to be request stops for all trains.

Roger Joanes

Your Letters

Two-carriage trains: otherwise occupied - or simply lost?

I travelled (from Crediton) to Exeter on the 09.52 train on Monday

28th October (this is not startling news as I do travel up to

Exeter by train quite often!). On Monday the train was packed, and

not because of thoughtless passengers leaving luggage on the

seats; it was full to capacity. I could count fifteen people

standing from where I stood among piles of luggage, just inside

the back door.

Apparently, it is usually, or should have been that day, a two-

carriage train, but either there were none available or they could

not be found!

Babs Stutchbury

Yet more calls for a direct Waterloo service!

Please accept my apologies for not attending the recent NDRUG AGM

- age and the question of transport to and from Eggesford and

Barnstaple (bus replacement service in force) make it impractical.

I would like to take the opportunity of thanking you and all

concerned in the organisation of NDRUG - I hate to think what the

current state of the service might be had you not fought so hard.

Apparently the fight is still on.

I am not a daily user, but I find it important now to keep in

touch with friends and relatives - how I wish for a direct

Barnstaple-Waterloo! (A memory from the late 1920s-1930!)

Allan Hamilton

Membership Matters

New Members

We welcome:

Mr G. Bradley, Bideford

Mr I. Douglas, Corsham, Wiltshire

Mr J. Howard, Barford, Warwickshire

Mr R. Oldring, Walthamstow, London

Mr G. Wilson, Umberleigh

Committee Meetings (Members Welcome)

Tuesday 11th March; 18.45; Eggesford Country Hotel

Tuesday 6th May; 17.15; Crediton Station Tea Rooms