ndrailusers - Mag11

Issue 11, July 2002

Table of Contents

Editorial

Editorial At 16.18, on a wet Sunday in April, Serco DMU No. 960011 picks up the token at Crediton prior to undertaking rolling stock clearance checks further west.

Picture: Richard Rogers

The Strategic Rail Authority holds the future of our line in their hands, as is reported in detail in this issue. We are living through increasingly interesting times and it is largely a matter of guesswork just how well we shall come out of it.

Stability seems to be, not so much just around the corner, as several blocks away. And as the traveller finds when he breasts one hill only to find another greeting him from its summit, the number of blocks do not seem to be finite; as we round one we, too, find another! The length of time we have had to wait for something to happen makes Godot seem like a good timekeeper! When will the SRA make up its mind? And, will it please get it right?

Chairman's Report The Wessex Franchise Proposals What Should Be Done And Why The Waterloo-Exeter Corridor The Exeter Hub The Cornish Branches Cross-Country Local Services Main Line Local Services The New Franchise Pattern Economies Of Scale Local Accountability Postscript: Parochial Considerations And The Need For A Vigorous Approach News Update North Devon Line - New Summer Timetable Up Services

We have not really indulged in nostalgia in this magazine before. An exception is made this time, and I make no apology for it. Hugh Butterworth's contribution on The Atlantic Coast Express has underlying implications for today's railway. We don't all look back to the past the rose-tinted way; sometimes what went before really was not better than that currently on offer. Often, however, it was. Do you enjoy driving round the South Circular? Are today's trains more comfortable? Was a trip to Scotland on the Coronation Scot really less preferable than attacking the M1?

Down Services Station Gardens Competition Forthcoming Events The Atlantic Coast Express Wessex Trains - Special Meeting

Barnstaple-Waterloo Direct: It is often thought that recourse to reflecting on days gone by is a sign of burying heads in the The Holy Grail sand, ignoring the real issues that face our railway in the present day. It all depends how you do Virgin Cross Country - New it. In times past, it must be remembered, service patterns reflected different travelling patterns; Voyager Services they were designed to best meet what the passenger required. The service on the North Devon Bideford to Barnstaple: The line was not so much better or worse than today's, as different. On the other hand, some things Coup de Grace? do not, or at least should not, change. Comfort, for example. In an era when no attention was Readers Write given to attracting tourists away from their cars — few had them — carriages provided more Membership Matters comfort and a clear view of North Devon's scenery. At a recent meeting the Group arranged New Members with Charles Belcher, Managing Director for Wessex Trains (see elsewhere in this issue) Charles painted a future of increased services, new rolling stock and through trains to Waterloo Committee Meetings — one of which may be christened the Atlantic Coast Express. I shall look forward to that but, if it is to be more than just a parody of what older generations once enjoyed, can I have a comfortable seat with more leg-room? Can I see the North Devon countryside pass by my window? And can I have a meal at table? Why not? Why not bring back the notion of rail travel being a special experience, instead of living continually in a blinkered world that still persists in the view that the minimal facilities sufficient for shifting bodies from one place to another is the required policy and the only policy. Now, that is living in the past.

David Gosling

Chairman's Report I have been known to remark that the amount of work the committee is required to do can be challenging. I am very pleased to report, then, that Jim Rhodes has very kindly agreed to join the committee, taking over the role of Press and Publicity Officer. This will give the Group a point of contact with all sectors of the media, not to mention connections within the railway industry itself.

Assistance with tasks of this nature is invaluable and Jim's membership of the committee is most welcome. It will not only release others to concentrate on their own responsibilities, but will enable this most important job to be undertaken in a far more thorough way than has been possible in recent times.

It is getting nearer and nearer. Unless, of course, it begins to get further away again! The final decision as to the future of the proposed Wessex Franchise is now in the hands of the Strategic Rail Authority — as it always was, of course — but by now that august body is armed with the Rail Passenger Committee, Western England's report on the subject. The SRA asked them for it, having changed their own minds as to whether they thought it was a good idea — having dreamed it up themselves in the first place!

And so it goes on. Hugh Butterworth's article in the last issue — Snakes and Ladders; A Tale of Frustration summed it all up beautifully. We have been waiting, and waiting; waiting for a company to be given responsibility for our line after Wales and West gave it up; waiting for a company to be given responsibility for our line after the SRA announced the Wessex Franchise; waiting for a company to be given responsibility for our line after the SRA changed their minds again. We now wait for a company to be given responsibility for our line while the SRA decide the future of the Wessex Franchise. We will then wait for a company to be given responsibility for our line while a suitable bidder is appointed, or until the line is swallowed up in an existing franchise — or a revised one! In the meantime, no-one is wholly responsible for our line — certainly not its future.

Wessex Trains press on, of course. But the company has no incentive to spend real money on the line; they are merely caretakers.

When will our line finally get the long term stability it deserves; a stability that will provide a basis for development and growth; a stability that will permit of the improvements that are outlined in The Way Ahead; a stability that comes only within the umbrella of an owning and operating structure that is known to be sound, has sufficient financial backing to bring results, and is expected to last longer than five minutes — before the next changes are dreamed up? It is easy to become frustrated (in case you hadn't noticed) over the whole sorry affair. Matters should never have reached this parlous state. Let us hope that this is the last reorganisation of ideas that will beset the North Devon line and that, fairly soon, we shall know where we are heading. I can only trust that we will get there soon, and that when we get there it is where we want and need to be. The SRA decision is crucial. Things could be so good; they could also be ruined.

I hope London knows what Devon needs and gives it to us.

David Gosling

The Wessex Franchise Proposals Below is printed the North Devon Rail Users Group's response to the SRA's request for interested parties' views on the matter of franchise renewal. Committee (and other) members attended two of the four RPC meetings held recently in the West Country. These meetings were designed to elicit local response and local opinion. I attended the Exeter and Salisbury meetings and have to state that the Salisbury one was by far the most helpful, bringing forward ideas from more independent individuals than that held at Exeter.

At the latter venue, there was a lot of rehearsed speaking from representatives of various professional and governing bodies; individuals whose views were already very much known to the RPC as they have almost constant contact with them anyway.

Introduction When plans for a Wessex Franchise were first originated by the Strategic Rail Authority the reaction of members of the North Devon Rail Users Group was largely appreciative. Gone would be the days of being an also-ran; part of a small, underfunded network the responsibility for which had been relinquished by its train operating company, Wales and West, under Prism ownership and now, so to speak, taken into care. Regardless of who assumed responsibility for the new franchise - for it is the strategy we are addressing here and not TOC personalities - the inclusion of the Waterloo-Exeter line would ensure a link between the branches, fairly major conurbations and the metropolis. We would no longer be out on our own.

This, apparently, may now change. It rather depends on the way in which it changes as to whether the Exeter-Barnstaple line could benefit still further, or whether it is to be consigned once more to the backwaters of the national rail network and largely ignored for another fifteen or twenty years. It is not just the North Devon line that is on trial here, however; there are wider implications. But if the new franchise arrangements follow certain lines, themselves not absolutely rigid, then the changes would prove beneficial to all the lines concerned, not just the North Devon.

Certain comments reported in the media and elsewhere to the effect that, since the renewal of the South West Trains franchise is under way, this would make a split of the Wessex Franchise area (placing different sections under the aegis of different, currently operating franchises, should this be desirable) difficult must be completely disregarded. If it is right that some lines should be placed within what is currently the South West Trains area - or anywhere else for that matter - then this should be done. Similarly, any changes that may be made to First Great Western/Thames Trains should continue if such changes are deemed desirable, and Wessex franchise considerations live or die in conjunction with this as is necessary. You don't avoid doing something just because it is awkward if it means condemning a large chunk of the network to having an inferior system for the next fifteen years. Slipping something in somewhere just because it is easy is as ludicrous as it is irresponsible.

What Should Be Done And Why There are several identifiable and discrete areas of operation currently extant within the proposed Wessex Franchise network. These need to be looked at closely. They are particularly important within themselves, but each may - or may not - be tightly connected with another. The first is The Waterloo-Exeter Corridor. Another is what is fast becoming known as The Exeter Hub. A third is The Cornish Branches (which includes the Gunnislake Branch). A fourth may be identified as Cross-Country Local Services, namely BristolWeymouth/Brighton and Reading-Brighton. The fifth includes Main Line Local Services, basically those either between Swindon/Bristol-Penzance, Bristol-Cardiff or Bristol-Birmingham, plus the local services around Bristol. These are examined in turn below.

The Waterloo-Exeter Corridor First and foremost, Waterloo-Exeter services need to be independent of an operator also having responsibility for services between Paddington and Exeter. The line requires development and significant investment if it is to reach its full, considerable potential, and would benefit also from being part of a local network radiating from Exeter in order to encourage an inclusive role in the area it purports to serve: the line should not simply go to the West Country, it should be part of it. A stifling facet of the current operation is that the line is essentially a long siding snaking out from Salisbury (not even Yeovil, since there are no connecting services there!).

Upon reaching Exeter, some services should go on to other West Country destinations in order to foster the inclusion of those destinations within a wider, diverse network. The franchise operator of the Waterloo-Exeter line should not be allowed to consider that their responsibilities end at the Devon city, penetrating beyond with only a few lucrative services but no commitment to local growth. The PSR should require that the franchisee play a vigorous role in the local area, helping sustain its development and continued prosperity. Here as anywhere, cats seeking only the cream need not apply!

The Exeter Hub The provision of a tightly-grouped nest of services between Barnstaple, Exmouth, Axminster and Paignton, with the possible later inclusion of Okehampton, would significantly revitalise local rail transport in an easily defined area. The introduction of a discrete pattern of regular interval services would establish a local, identifiable network, marketable as such, for the first time. Exeter to Newton Abbot would benefit from these local services to Paignton together with those along the main line, the latter possibly being provided by another operator. (This last aspect is dealt with below.) Those services to hub destinations not originating from direct trains from Waterloo would be provided by a network of services large enough to form a coherent, strategic package. The usefulness of such a network in promoting local mobility would be considerable. Some proposals shine: this is one of them.

The Cornish Branches Unlike the Exeter Hub, the Cornish Branches are not geographically disposed to having a tight, inter-connecting network. Instead, their individual functions are to provide local services between one end and the other (including intermediate stations, of course) and connections at the non-terminus end with main line services. It has been stated that 80% of journeys originating on these branch lines do not involve connections with main line services, the latter being, therefore, not too important. It should be regarded differently: 20% of such journeys, then, obviously do involve connections. This is more than enough to make branch/main line connections an

important consideration. Non-connecting passengers will have reached their destination anyway and so long as they arrive at convenient times, admittedly, the fact that they go no further will, presumably, not bother them. The greatest likelihood of success would be achieved if these services were placed under the same jurisdiction as one of the two current operators responsible for main line services. There would then also be greater opportunities to include through services on these lines. Thus the main line operator's responsibility for looking after local services as part of their remit echoes that of the Waterloo-Exeter operator in looking after the Exeter Hub services.

Cross-Country Local Services The lines between Bristol and Weymouth/Brighton are currently out on a limb. Though stemming from the Bristol metropolis, they pass largely through others' territories, though they form no part of them. There are no connections at Salisbury to speak of. They wave at Waterloo-Exeter services passing blithely overhead at Yeovil. The services would benefit from belonging to the same group as those on the Waterloo line, thereby most likely resulting in an integrated service at Salisbury - much missed and potentially most beneficial to movement around the different areas of central Wessex. Additionally, the Yeovil Junction-Yeovil Pen Mill link is long, long overdue and should form part of the new PSR. There are also, of course, links at other major centres, including Southampton, Fareham (Portsmouth) and Brighton. The Reading-Brighton service, too, starts at a major city but does most of its work through areas currently under the control of another operator. What this indicates is that the inclusion of any of these services within a northern franchise would be inappropriate.

Main Line Local Services It is difficult to see how local services on the main lines between Birmingham/Cardiff and Bristol/Exeter/Plymouth/Penzance could be best served other than by including them within an existing main line franchise. In this sphere at least, little can be gained by a divorce and much by a marriage. A local passenger, able to use slow or fast services between, say, Plymouth and Penzance can only gain by a sensibly-spaced service pattern owing nothing to selfish individual company requirements in respect of manning, pathing, rolling stock deployment, etc., however necessary these may be under the present set-up. As before, however, the operating company must be left in no doubt as to their obligations in this regard, with the new PSR ensuring compliance.

The New Franchise Pattern The new railway stemming from the original Wessex Franchise concept - let us call it the Wessex Railway simply to facilitate argument - should extend from Waterloo to Barnstaple, Exmouth, Paignton, and possibly, in time, Okehampton. It should embrace a hub at Salisbury where connections are tightly controlled into services to Bristol, Southampton, Fareham and Brighton. At Yeovil Junction, existing physical links should be upgraded to provide an interchange facility with Bristol-Weymouth services. At Exeter, a hub of services should be developed between Axminster, Exmouth, Barnstaple and Paignton, with possible extension later to Okehampton. Services from Waterloo should be at least hourly (one operator has, in the past, expressed a wish to see this figure doubled; an admirable sentiment!). Services should consist alternately of semi-fast-fast and stopping services. Semi-fast trains arriving at Exeter should have a minimum of six cars formed of two units. All or part of these semi-fast services should continue to either Barnstaple, Paignton, Plymouth or Penzance. As applicable, rear portions should also proceed to any of these destinations, to Exmouth, or should terminate at Exeter St. David's: Okehampton could possibly become the destination of some of these services at a future date.

Outside this one fairly easily defined network, combining three of the above-described areas of operation, there exist two more. As previously mentioned, although improvements could be made by careful co-operation between what is here termed the Wessex Railway and existing main line franchises, the Cornish Branch Lines (including that to Gunnislake), together with all other main line local services may be best managed by vesting control in an existing main line franchise. Unlike the service patterns described in the previous paragraph, these two areas of operation are less obviously dealt with, especially the Cornish Branch Lines and South Devon and Cornwall main line local services.

Economies Of Scale It may be felt that the Wessex Railway would be too small to permit of commercial success; social considerations consequently thereby also being thwarted. This should not be considered a foregone conclusion but, if it is felt that amalgamation is necessary, then its inclusion within a currently extant franchise would presumably be the course decided upon. Should this be so then inclusion within a southern-based franchise would be the only sensible option. Inclusion within a northern-based franchise would result in the

same operator having responsibility for both lines from London to the West Country, with disastrous results. This point cannot be overstated. Minimum PSR requirements could be laid down for such services, but no TOC is going to concentrate effort on a line that has been so much underfunded in the past, if a greater, more immediate return may be had by attending to the needs of a line requiring less investment in bringing it up to a certain standard. The minimum will be done, but nothing more - and regarding it as a useful diversionary route simply isn't good enough.

Moreover, an independent operator, or one having these lines as a major constituent of its total service pattern within Wessex, is more likely to treat the lines with requisite importance than a franchise operator already having responsibility for what are essentially competitive services, and for which the inclusion of these lines would represent only a limb of their total activity.

In addition, the Wessex area of operation centres chiefly around the needs of the southern community - by definition. The northern area, very properly, already has its own constituents to look after. The Wessex Railway, as envisaged, probably does not have enough in common with Birmingham, Cardiff, and the Cornish Branches to result in its being able to provide the best local services that those areas deserve. This does not preclude through services to places like Plymouth, Penzance, Cardiff and Birmingham: such services would only facilitate the passenger being able to travel across country - across Wessex - with the least hassle and, indeed, it does not preclude other operators coming south. But the purely local services on these lines, like the local services on the Wessex Railway itself, are possibly best operated by what might be termed a parent company. So the Cornish Branches would be served by one of the main line franchises operating in that area: the main line local services, too, could come under their respective local umbrella. The possibility of monies being shifted from local to main line use can be controlled by the PSR itself, as would the provision of local management units, another prerequisite. The Wessex Railway would require one at Exeter to augment that at Salisbury. The inclusion of the Exeter Hub services, for instance, would make such provision all the more valuable. There may be others.

Local Accountability The Wessex Franchise, essentially, serves local needs - Exeter-Waterloo notwithstanding - and requires substantial public subsidy. It is, therefore, not unreasonable to require that the public should have a substantial say in how the services are shaped. The increasing trend towards regional involvement in, and responsibility for, local transport matters may have implications for the future structure of services within the Wessex area. The existence of a self-contained Wessex Franchise would facilitate the movement towards regional accountability more successfully than could ever be achieved within the framework of a large franchise - north or south which would have other, more commercial distractions to exercise its attentions.

The Options Summarised And The Choice To Make Either: (1) the Wessex Franchise proposals should stand as at present with: (1a) main line local services; Birmingham/Cardiff to Bristol/Exeter/Plymouth/Penzance included or (1b) main line local services; Birmingham/Cardiff to Bristol/Exeter/Plymouth/Penzance excluded, wherein these would pass to a parent main line franchise or (2) responsibility for the Wessex Franchise is split between northern and southern franchises as discussed above with: the southern franchise absorbing Waterloo-Exeter, ExeterBarnstaple/Exmouth/Paignton, Bristol-Weymouth/Brighton, Reading-Brighton and the northern franchise absorbing all local services Penzance-Plymouth-Exeter to Bristol/Cardiff/Birmingham together with the Cornish Branches but excluding Exeter-Paignton or (3) the northern franchise absorbs the whole Wessex Franchise or (4) the southern franchise absorbs the whole Wessex Franchise If the Wessex Franchise is not considered to be too small for economies of scale to operate, and so continues to form the basis of a future network in the south west, then the choice would be (1b), since there would probably be an overall benefit to the local services involved: (1a) is also acceptable, however.

If changes are to be made to the Wessex Franchise as currently envisaged then option (2) is the preferred choice.

Options (3) and (4) should not be considered.

Postscript: Parochial Considerations And The Need For A Vigorous Approach As a group representing passengers on the North Devon Line, it is not unreasonable to find that our prime concern relates to our own area. In this regard the minimum requirements sought, whatever the results of the franchise reshuffle - if there is one - are that, whatever else happens: 1. the Exeter-Barnstaple (including Exmouth) line should become part of the Waterloo-Exeter franchise area; 2. the Waterloo-Exeter line should under no circumstances be part of a franchise which includes the Paddington-Exeter line within

its remit.

It can be said with confidence, however, that these local minimum NDRUG requirements also happily coincide with what would be for the wider benefit.

The Wessex Franchise, as currently defined, goes some way towards providing a more coherent structure for local services in the south west, including those on the second route to London, though it is suggested that there may be ways in which further improvements could be realised by considering carefully the points made above. That it may be easier to incorporate some or all of the participating services into one franchise rather than another is no reason to do so. It is important that railway operations in the Wessex area are resolved in the way best suited to their needs, especially if the resultant system is to operate for the next fifteen or twenty years. We must get this right now, no matter how difficult it is; no matter (should it prove necessary) how many steps have to be retraced - or else we regret it tomorrow.

Well, That's it! We now wait. That'll make a change!

David Gosling

News Update The beauty missed from every badly-positioned seat. Class 150/2 DMU crossing the River Taw below Newnham Barton, near King's Nympton, on the 12.17 Barnstaple-Exeter Central service on 8th April 2002. The Railway Development Society has proposed this location for a loop to facilitate the long-awaited hourly service.

Picture: John Gulliver First, a reminder that the Cheshire Railtours special from Shrewsbury on Saturday 20th July may be boarded at Exeter St. David‘s (c. 12.00), subject to ticket availability, returning from Okehampton at around 16.30. For full details, call Cheshire Railtours on 01984 640005.

As those of you who travel on the North Devon line will hopefully have noticed, in the last couple of months an unprecedented amount of work has been taking place to give facelifts to the stations. Platform surfaces have received attention and all stations now have electric light, a press button train information system, new poster boards and signs. The repainting of platform seats at all stations, and the replacement of waiting shelters at Copplestone, Morchard Road, Umberleigh and Portsmouth Arms, are scheduled to be undertaken soon. A public telephone has been provided at King's Nympton station, as the nearest was some miles away.

As regular passengers know, punctuality and reliability on the North Devon line is generally good. However, on Wednesday 29th May the 14.12 from Barnstaple failed en-route to Crediton; this caused the 14.24 from Exmouth to be terminated at Crediton so the unit could rescue the failed train and haul it to Exeter St. David's where arrival was some 1½ hours late. As a result the 16.03 Barnstaple was covered by road transport.

The new First Great Western Summer Timetables see their supposed South West flagship Golden Hind and Cornish Riviera express schedules extended again - they are now nearly 20 minutes slower overall compared to about eight years ago, and the difference in times between the Western and Southern routes to London continues to narrow!

The loop at Lapford (last regularly used in 1993) had many rotten sleepers replaced in March, and some new ballast, with no obvious reason other than Railtrack's maintenance contractor, Amey, having a duty to maintain it in a fit state for possible use. It is thought unlikely that freight traffic will resume there in the foreseeable future. The whole North Devon line, in common with other lines in the south west, was weed-sprayed in May. While the SRA deliberates over the North Devon line's future Barnstaple, in the meantime, is receiving some constructive attention from Railtrack:

Pictures: John Gulliver

A Dean & Dyball contract engineer prepares A new galvanised steel bracket is bolted into position before painting. The style facings for a new bracket for Barnstaple's echoes the original cast iron brackets still in use. The wet walls and doorways platform awning. pictured in the last issue should now be things of the past.

Present staff based on the North Devon line comprise the one full time and three part time booking office staff, employed by Wessex at Barnstaple, three Signalmen, employed by Railtrack at Crediton, and about six Permanent Way staff based at Crediton (since the amalgamation and rationalisation of the Umberleigh, Okehampton and Crediton gangs a few years ago), employed by Amey.

Dartmoor Railway's services this summer will include three return trips from Okehampton to Sampford Courtenay, Monday to Saturday from 22nd July to 21st September. Trains are steam worked at weekends; details from 01837 55667/55637. Further rolling stock continues to arrive at Meldon Quarry including a class 25 locomotive and another coach. Ballast workings from Meldon Quarry to Westbury for Railtrack, started in September 2001, finished at the end of March. The new cycle path from Okehampton station to Meldon Quarry, sharing the formation of the former double line with the present rail line, opened in May. The route on the former railway line (closed in May 1968) beyond Meldon Viaduct is now open to near Bridestowe station via the impressive Lake Viaduct.

There are some tremendous and far-reaching views to West Devon and North Cornwall and a reminder of the views had by rail passengers in the past.

A visit to a very tidy Bideford station in May found the resident diesel shunter coupled to the brake van and Vanfit on the running line, with the SR parcels van (PMV) and buffet coach (ex-BR Mk. 1 TSO) in use in the up platform line.

A recent journey on the Minehead line in a superbly maintained 1960s heritage DMU reminded me of the excellent views, both to the side and front, that these trains gave to passengers of the surrounding scenery and also of the line ahead. It is to be hoped that the next generation of diesel units will incorporate these features. It's ironic that so much effort and cost now goes into trying to encourage tourist passengers for a far less entertaining journey as a result of such restricted views available from the present fleet of diesel units. Meanwhile, a Central Trains Class 158 has been noted on North Devon line services; no further details as yet. Quite a nice train, shame about the livery!

Tony Hill

North Devon Line - New Summer Timetable As previously mentioned there are now two extra trains each way Monday to Friday, making eleven in total each way. We are particularly grateful to all the hard work by Richard Burningham of the Devon and Cornwall Rail Partnership and his staff in this achievement.

Special attention is drawn to the following numerous errors and omissions in the North Devon line summer pocket timetable (dated

2nd June to 28th September):

Up Services 07.09 ex-Barnstaple 12.15 ex-Barnstaple 13.13 ex-Barnstaple 07.07 ex-Barnstaple 15.40 ex-Barnstaple 17.35 ex-Barnstaple 21.27 ex-Barnstaple

(Monday to Friday) Connection arrives Bristol T.M. 09.24 vice 10.04.

(Monday to Friday) Connection arrives Paddington 16.15 (13.38 ex-St. David's).

(Monday to Friday) Connection arrives Paddington 17.17 (14.56 ex-St. David‘s).

(Saturdays) Connection arrives Bristol T.M. 09.23 vice 09.57.

(Sundays) Connection arrives Paddington 19.55 (17.30 ex-St. David's).

(Sundays) Connection arrives Paddington 21.25 (18.50 ex-St. David's).

(Sundays) Connection arrives Exeter Central 22.55 and Exmouth 23.19.

Down Services 16.47 ex-St. David's (Monday to Connection departs Paddington 13.33 vice 14.33.

Friday) 20.19 ex-St. David's (Sundays) Connection departs Bristol T.M. 18.33 (arrive St. David‘s 19.42), and departs Paddington 17.33 (arrive St. David's 20.10)

The minimum connection time at Exeter St. David's has now been reduced from 7 to 6 minutes. This should enable a few more connections to be made - in theory!

Tony Hill

Station Gardens Competition The annual competition has been rejuvenated and judging will take place at the beginning of August. Wessex Trains will be donating some free rail tickets to the winners in appreciation of the efforts made by people to provide floral displays along the line to enhance the whole journey experience by those travelling by rail. It is expected that nearly all stations on the North Devon line will be participating, and a local Garden Centre will assist in the judging.

Tony Hill

Forthcoming Events Sunday 18th August; Bideford Station Open Day. Hopefully, the diesel shunter will be providing brake van trips from the down platform to the present limit of operations.

Tony Hill

The Atlantic Coast Express To an older generation the name conjures up a host of nostalgic memories, for this was the train which brought North Devonians home. Also, for those not fortunate enough to live in North Devon, the name brings back memories of childhood holidays spent on the sun-soaked beaches of North Devon and North Cornwall to which they travelled on a train bearing the names Plymouth, Padstow, Bude, Ilfracombe, Torrington. For this was an unusual train which, as it set off from Waterloo at 10.50 a.m. on winter mornings, had coaches for no less than nine destinations.

I first became acquainted with the Atlantic Coast Express just before the war. Each year my mother travelled to see her relatives in

Coventry; encumbered as she was with luggage and a small boy, she preferred to travel via Waterloo and Euston, rather than endure the disadvantages of changing trains at Exeter, Bristol and Birmingham.

The day began with the excitement of a taxi ride (this and the return were my only two of the year) in Mr Heath's taxi. Years later I learned that his nickname in the village was Squibby but, to a small boy, he was always Mr Heath. Then the wait on Bideford Station

by W H Smith's book stall. The three coach train arrived, the first coach proudly bearing the nameboard Waterloo; the other two for Barnstaple.

At Barnstaple Junction our engine ran round and hauled us back along the Torrington line to halt opposite the Devon Concrete Works.

Shortly after, the Ilfracombe portion swept by from the direction of Shapland and Petter's into the Junction and our coach was respectfully attached to the rear. At Exeter Central the North Devon portion joined up with the train from Plymouth, Padstow and Bude.

Mother was always very good at pointing out places of interest; Whiteways Cider Orchards at Whimple, Salisbury Cathedral, the flour mills at Andover, the Mosque and LSWR orphanage at Woking.

A restaurant car joined us at Exeter which we did not patronise, probably for financial reasons. Mother was never a very ambitious cook, and even now the taste of an egg sandwich evokes memories of picnic lunches while the train raced through the East Devon countryside.

After 1941 we moved away but always returned to Westward Ho! for August. In that dreadful summer of 1942 we arrived at Waterloo. Gone was the name Atlantic Coast Express, gone too were the restaurant car and seat reservations. But the 10.50 still ran, and the name boards still proclaimed Plymouth, Padstow, Bude, Ilfracombe, Torrington. Queues were already forming for the 12.50, but Mother elected to travel on the earlier train and we stood for part of the journey.

In 1943 she chose the 2.50 p.m., a slower train which stopped at places like Woking, Basingstoke and Yeovil Junction. But in wartime passenger gave way to freight, and as the sun was setting we crawled down the Taw Valley hours late.

In 1944 we got it right, 12.50 off Waterloo. As we approached Clapham Junction the train stopped. I heard the all too familiar noise of a V1, a doodlebug. Me, I was the old campaigner, I had seen it all before and sat quietly in my seat. Mother, who had spent the previous few weeks in the peace of the Oxfordshire countryside, broke all the rules and looked out of the window. The V1 passed over and we resumed our journey.

As the train was made up of coaches going to different destinations, Plymouth, Padstow, Bude, Ilfracombe, Torrington, it was always possible that you knew some of your fellow travellers and in 1945 I travelled with a young Guardsman who had fought his way through North West Europe to Bremen and is now a much respected former chairman of the Bideford and Instow Railway Group.

After the war we deserted the railway, and probably for reasons of finance patronised the newly revived coach service; Coventry to Barnstaple, change at Cheltenham, and I was introduced to the fascinating world of Black and White, Red and White, Royal Blue, Ribble, Yorkshire Traction, Southdown, East Kent, Scottish Traction and the rest.

I only travelled once more on the Atlantic Coast Express. In November 1955 I returned to North Devon after a five year absence. The departure time of 11 a.m. was different but the name boards still proclaimed Plymouth, Padstow, Bude, Ilfracombe, Torrington... The restaurant car had been restored and I treated myself to a first sitting at lunch (it probably cost all of 3/6d; 17p).

At Exeter Central the compartment emptied, (was this an early indication of North Devonians deserting their trains?) and then filled with Mid Devon housewives who had been shopping in Exeter. I was surrounded by warm Devonian accents and I knew that I was Home.

I still travel on the line to Waterloo, though I miss the old name boards Plymouth, Padstow, Bude, Ilfracombe, Torrington...

Whiteways Cider is long gone; Salisbury Cathedral still stands majestic beside the Wiltshire Avon. The Andover Flour Mills remain, the Mosque at Woking has just been rebuilt and the LSWR Orphanage is now a housing development and retirement homes.

Waterloo is brighter, more cheerful now. The News Theatre by platform one has gone, as has the old destination board. (Did it really show such names as Fremington and Egloskerry?) The old clock still hangs high above the concourse, but 10.50 a.m. now passes with no special flutter of activity.

On the new destination boards Exeter St. David's shines like a beacon beside the mundane Shepperton, Dorking, Richmond and the rest. Plymouth has recently reappeared after an absence of nearly forty years and one hopes against hope that it will again be joined

by Barnstaple. However, I still miss the old destinations Plymouth, Padstow, Bude, Ilfracombe, Torrington... and there is no longer any announcement of the Atlantic Coast Express.

I would give much to be able to stand once more on the platform at Seaton Junction, and watch the down Atlantic Coast Express thunder past as the driver and fireman strain for every extra mile per hour as the formidable Honiton Bank looms ever closer. Just to see again the powerful Merchant Navy locomotive and the familiar green carriages and glimpse for one final time Plymouth, Padstow, Bude, Ilfracombe, Torrington.

Hugh Butterworth

Wessex Trains - Special Meeting (The following article first appeared in The Crediton Courier shortly before the introduction of the summer timetable and is reproduced here courtesy of Sue Read, Editor, The Crediton Courier.)

Mr Charles Belcher, Managing Director of Wessex Trains, together with the company's recently appointed Business Manager for Devon and Cornwall, Mr Andrew Phillips, recently addressed a special meeting at Barnstaple, convened by the North Devon Rail Users Group, to discuss the future of the Exeter-Barnstaple Line and the implications of the Strategic Rail Authority's latest thoughts on the proposed Wessex Franchise. The SRA's original plans for the Wessex Franchise involved incorporating the Waterloo-Exeter, Bristol-Weymouth/Brighton and Reading-Brighton services into an existing network currently operated by Wessex Trains. As far as the North Devon line is concerned, this meant that one single company would have responsibility for services from Barnstaple to Waterloo, with consequent benefits of a unified service and through trains to London. Now, it seems, the SRA is having second thoughts. A decision is soon to be made, following meetings between the Rail Passenger Committee for Western England and interested stakeholders, as to which form the new franchise map should take.

Mr Belcher was at pains to point out the benefits from having a local company operating local services, instead of having those services designed by absentee planners. Other possibilities are that Wessex Trains' responsibilities could be placed within the existing Great Western franchise area, creating a Greater Western franchise (though this, due to other franchise renewal requirements, could not happen for another four years) - which would include the North Devon line; or that it is split up, with WaterlooExeter trains - and possibly the Barnstaple line - coming under the South West Trains franchise, while other lines are variously distributed. The worst scenario would seem to be that the Exeter-Barnstaple line should become part of one company while the Waterloo line should become part of another, as at present. This would not prevent eventual through services to London, but it would make for a disjointed arrangement; one which is hardly likely to result in a long-term smooth, co-ordinated service.

Much was made by Mr Belcher of the creation of an ‘Exeter Hub', a most promising proposal whereby, if one company held responsibility for all the lines concerned, a frequent, regular-interval service would be designed to operate between Barnstaple, Exmouth, Axminster, Paignton and even Taunton, centring on and through Exeter. Thought would be given later to the possibility of including Okehampton in such an arrangement.

Contrary to the short-term short-sightedness of Devon County Council, Wessex apparently believe that, should the infrastructure be reinstated to Bideford, Wessex would be interested in running trains there - even in preference to Okehampton. The latter it sees as offering less in the way of commercial return unless, possibly, other ideas also come to fruition, like the establishment of an Okehampton Parkway station, close by the A30. In the very long term, and with the proposed reopening from Bere Alston to Tavistock in mind, Wessex were of the opinion that the reinstatement of the remaining 14 miles or so of track between Okehampton and Tavistock might possibly provide a better opportunity over Okehampton alone, both as a route in its own right and as an alternative to (but not instead of) the decaying route via the encroaching sea in South Devon.

In examining the more imminent proposals put forward for the future of the line by the North Devon Rail Users Group in their recently published policy statement, The Way Ahead, Mr Phillips stated that most of what was incorporated in NDRUG's proposals were either being considered for implementation at some stage or could be looked at further. The Way Ahead was not, Mr Phillips said, unreasonable in its stated aspirations. The provision of an hourly service, running at the same minutes past each hour, was already the intended aim of Wessex Trains, he stressed, with an expected total of fifteen trains a day; currently there are nine trains each way, Monday to Friday, with an extra two being provided from June 2nd. Two through services to Waterloo would also be part of

their remit if the Wessex Franchise proposals were to go through as originally planned - and Wessex Trains were to win that franchise, of course. Better integration with other modes of public transport were also promised - though nothing specific was mentioned regarding Crediton - together with an improved service spread, but mention of a late night service from Exeter was met with equivocation. Service quality issues, specified in The Way Ahead, were already beginning to be met, it was claimed, inasmuch as many of the existing trains on the North Devon line are to be internally and externally refurbished, with the first example being outshopped, in a new livery, in August.

Mr Belcher said that, in order to be able to run an hourly, regular-interval service, some infrastructure work was needed on the line.

This might include speeding up the passage of Salmon Pool crossing, where a slow speed restriction exists over the road because of the absence of barriers. It would also include work to be carried out at Eggesford where, again, the negotiation of a level crossing involves a somewhat time-consuming process necessitated by considerations of safety and signalling. Line upgrading to provide for 75 mph running on some sections would also be required in order to get the 56 minute timing required between Exeter St. David's and Barnstaple. An easy way to allow for the possibility of such an improved service would be to provide a reduced service to some of the intermediate stations, particularly those between Crediton and Eggesford, the crucial part of the line in terms of track occupation, but it was stressed that Wessex Trains did not intend to go down this route and it was evident from comments by members of NDRUG that they, too, would resist such an approach. The total cost of making the improvements necessary to facilitate the required upgrading of services to which everyone aspired would be, Mr Belcher said, somewhere in the region of ÂŁ10m.

Other points mentioned as long-term objectives included the purchase of new rolling stock (dependent upon being awarded a fifteen year franchise should the SRA hold to their original plans for Wessex); CCTV at some - possibly all - stations on the line; the possible re-siting of Lapford station and re-use of its passing loop; and the introduction of community-orientated developments at local stations - involving the establishing of small shops at stations, along the lines of the familiar Post Office, selling stamps, convenience foods and tickets, etc. It was not specified, however, nor was it at all clear, which stations on the North Devon line might be appropriate for such development.

After an interval, members of the audience had the opportunity to question Mr Belcher and Mr Phillips for over an hour. Various points, including the retiming of trains resulting in missed, late-night connections; the condition and incidence of closed toilets on trains; the operational requirements of running through to Waterloo, etc., were discussed at length.

Closer ties are to be arranged between Wessex Trains and NDRUG, with meetings to discuss future timetabling, station facilities and train running matters. Mr Belcher confirmed that it has now become recognised that user groups are able to provide worthwhile local knowledge; useful in identifying, for example, which services are underused; which stations deserve more trains; and where useful connections are missed - things not always apparent from behind a desk.

The North Devon Rail Users Group has also approached South West Trains and First Great Western, and will be meeting representatives from these two companies at a later date to find out what intentions they have towards the Barnstaple line.

David Gosling

Barnstaple-Waterloo Direct: The Holy Grail The Strategic Rail Authority will shortly reach a decision on the future of the Wessex Franchise. The choice is either to set it up in its present shadow form, or to discontinue the proposed franchise and distribute the various lines between existing operators. If the Wessex Franchise continues, the present operators, National Express, who are one of seven applicants for the Franchise, have stated that, if chosen, they wish to introduce direct services between Barnstaple and Waterloo. If the SRA do not proceed with the Wessex Franchise then the favourite to take over the Waterloo-Exeter line is Stagecoach (South West Trains) which is presently running the service. This company is keen to run direct services to Barnstaple. So we remain very cautiously optimistic.

Hugh Butterworth

Virgin Cross Country - New Voyager Services

When I wrote about the new Voyager Cross Country network I assumed, because of sight of Draft 79, that in future there would be only fine tuning to the proposed services — I could not have been more wrong! Two Virgin Services, VT1 (blue) and VT4 (orange), will serve the South West. Some services will now start at Penzance. Blackpool as a destination has been dropped.

VT1 (blue) Some services will now go to Liverpool. Others will go to Manchester via Stoke or via Crewe. Further services will use the West Coast Main Line to reach Glasgow, while some will turn off at Carstairs to reach Edinburgh and Aberdeen.

VT4 (orange) will run from Penzance or Paignton as before. Now, however, they will travel either via Leeds or via Doncaster to Newcastle, Edinburgh and Dundee. This will be a two hourly clock-face service. The timetable is still due to be introduced in September 2002, but already Voyager trains are beginning to appear in the South West. By the end of August they are planned to have replaced conventional locomotive hauled trains, except for some Saturday trains to Paignton. Virgin are very keen that their new Voyager services run down west country branch lines on summer Saturdays. Maybe, in the future, we may just see a direct service to Barnstaple from either the north west or north east of England. If you travel on a new Voyager train, please let us have your views.

Hugh Butterworth

Bideford to Barnstaple: The Coup de Grace?

A train running from Bideford to Barnstaple stopping at Instow could do the journey in twelve minutes.

About fifteen years ago it was possible, in August, to take three hours to travel by car from Barnstaple to Bideford.

The link road and the new Bideford Bridge cured this problem just as the building of the M1 and M6 cured similar problems forty years ago. What has subsequently happened to the M1 and the M6 is beginning to happen to the Barnstaple-Bideford Link Road.

The longest winter peak time queue approaching Barnstaple, of which we have heard, is 3½ miles.

This congestion is nowhere near enough to make the reopening of the Bideford line viable. However, car ownership will continue to increase and the provision of several thousand houses in the Torridge area will exacerbate the situation. It is therefore with dismay that we have learned of the installation by South West Water of a main sewer pipe along the railway trackbed from Yelland to Westleigh (the Tarka Trail). This is a very necessary development but it appears that South West Water (who were completely unaware of any railway interest in the Trail) have laid their pipe only one metre below the surface. Her Majesty's Railway Inspectorate requirements are such that such a pipe must be laid two metres deep!

South West Water would naturally object to any future provision of a railway (letter from R J Baty, Chief Executive of SWW of 11th February 2002 to Railfuture (formerly The Railway Development Society).

Incredibly, no mention of saving the Trail for a future railway was (according to Mr Baty) made by Devon County Council, the owners of the Trail. The short-sightedness of DCC and West Devon Borough Council can be seen in allowing, some years ago, for houses and Council offices to be built on part of the former SR main line at Tavistock North!

If traffic between Bideford and Barnstaple does not substantially increase then no harm has been done. However, if motorists in future take an hour or more over the journey (and begin to use the Instow-Fremington road as a rat-run), the 'Bideford to Barnstaple in 12 minutes' will become more and more attractive. I finished an earlier article with the saying, 'We who live in North Devon know that the further east we go the more certain we become that the Wise Men never came from there.' Perhaps I should have written: 'We who live in North Devon know that the further south east we go...'

Hugh Butterworth

Readers Write

Late Night Trains I wish to congratulate you upon your report The Way Ahead which I thought was excellent. May I please request a late night train from Exeter to Barnstaple on Saturday evenings so that one can go to the cinema or theatre, etc., in Exeter and still have the pleasure and comfort of getting home by train.

The other day my wife and I wanted to see a special film at the Picturehouse, but with the last train back to Barnstaple at about 8.15 p.m., it was impossible. We should also like to go to the Northcott Theatre or hear a concert on a Saturday night in Exeter.

I would have thought that what I suggest would be well supported.

Martin Noad

Membership Matters New Members We welcome: Devon and Exeter Institution Library, Exeter Mr Barnes, Buckhurst Hill

Committee Meetings (Members Welcome) Tuesday, 20th August; 17.15; Crediton Station Tea Rooms Tuesday 1st October; 18.45; Eggesford Country Hotel