ndrailusers - Mag16

Issue 16, Spring 2004

Table of Contents

Editorial

Editorial Up and Down Trains cross at Crediton

Thank for your patience in waiting for the new issue of our magazine, and as your new editor I hope to keep up the standard already set by previous holders of this position. This does not, however, preclude making any changes necessary to maintain the magazine as a forum for the views of all of the membership and also as a source of information from many disparate sources that may relate to rail travel in the area in general and the North Devon line in particular.

You will notice from the contents page that although the number of articles is quite large—due to the gap between issues there is a certain amount of catching up to do—the number of contributors is quite small. This an imbalance we should hope to address, and I am using this introductory column to reinforce our Chairman's comments to ask all of the membership to try and find the time to send in a contribution to the content of the next issue. This can be comment, criticism (constructive only please), reports, observations, experiences, suggestions, anything in fact that you feel is relevant to the present and future of rail travel in Devon and this line in particular.

Although the group name contains the words "North Devon" and there is an obvious bias in passenger numbers towards Barnstaple since it is the most populous area, we must not forget that we also have an equal responsibility to those users and members in Mid Devon and the Exeter area to maintain their interest in and aspirations for the line. So if you are part of the 30% of users outside of Barnstaple—speak up and be heard!

A Word from the Chairman What do we want the North Devon line to do?

Keeping the real world in mind Community Rail Development Comments on the SRA's consultation paper Major Study Launched Into South West Branch Lines Community Rail Conference Rural rail: the role of user groups?

Rural rail's wobbly planks Impediments and clashes of interest Rural rail and the real world Railheads ahead?

Fares Maze Dartmoor Sunday Rover Station Gardens Competition Freight Matters Meeting with Devon County Council Will there be any Transport Plan bids for improvement?

Co-ordination with bus services The need for surveys Fares to Waterloo Notes on Railfuture meeting

The only immediate change you will notice is that instead of a specific month of issue the magazine will instead be annotated by seasons, this being the (possibly belated) spring issue.

This is to give maximum flexibility in publication dates and allow for the last minute inclusion of time sensitive contributions.

Having now run out of space I wish you a pleasant read, and hope to hear from you.

Tarka Line Working Party Bus Links A Pleasant Day Among The Avocets Barnstaple 150 NDRUG and Barnstaple 150

Andy Hedges

Isambard Kingdom Brunel and the Virgin Voyager News from along the Torridge

A Word from the Chairman

Railfuture's 25th National Conference of Rail Users

A new editor - and the reappearance of the magazine!

Advice to the Vertically Unchallenged

It's been a long time. No magazine since late last summer. Only a newsletter between then and now. It's not what anyone wanted, but all our readers will, I hope, understand what led to this long gap.

Now, however, the waiting is over. The presses have been rolling again. The first new issue of

And now for something completely different Would you let the train take the strain?

The May Timetable

the magazine is out. If it's not quite on the news stands, it's certainly through your letter boxes.

For all your patience and support through a difficult time, on behalf of the committee, may I thank you.

That it is out, and that further issues will soon follow, is down to Andy Hedges, who responded promptly and enthusiastically to our request in the newsletter for a volunteer to take up the editorial reins. Andy, we are hugely grateful to you.

Readers Write North Devon Line Usage Data Membership Matters New Members Committee Meetings (Members Welcome)

Andy has a strong tradition to follow. Without doubt, however, he will want to put his own stamp on things. In this we should support him wholeheartedly, with articles, letters, photographs, whatever, just as we did his predecessor (who, in his turn, has been generous in passing on the wherewithal to our 'new man'). If what appears in this issue is an indication of what is to come, then it is clear that the magazine is in good hands.

What do we want the North Devon line to do?

From May 23rd, trains on the North Devon line will run to a timetable that differs markedly from any we have known in recent years.

Its details appear elsewhere in this issue. Here, it is enough to say that the new service marks a significant change in Wessex Trains' strategy for the North Devon line.

Serving the Barnstaple area is to be given the highest priority. Wessex's case is straightforward. It needs to encourage far more people to use the line. With this in mind, so the argument goes, provide as many trains as possible for all the communities along its length, but keep in mind that, apart from Exeter, Barnstaple and its nearby towns make up by far the most densely populated area the line serves. Gear the service towards this especially and the needed increases may be secured.

Wessex Trains' direction, then, is set. But no timetable lasts for ever, and one of the most important things that our Group does is to try to influence those that follow for the better. To do this, we need first to say whether, in broad terms, we support or oppose the direction Wessex has taken. Then we must work out how we think the next timetable, and the one after that, should move forward.

Should we, for example, press for the reinstatement of the fullest possible service for the less-used stations? Or should we call for a further acceleration of the trains and the full implementation of a clock-face timetable at the earliest opportunity, with the needs of the larger settlements continuing to be given the greatest priority? Or for something that goes beyond even this, such as the development of a limited number of intermediate stations as railheads for wider areas? Perhaps in this way, which would build further on what Wessex has started (I am loathe to call it a 'third way'), the calls from the larger towns for faster trains and the needs of the more scattered communities could be reconciled?

The issue is serious, perhaps the most serious ever faced by the Group. If what we call for is sound and Wessex takes note, then we may do the line much good. But if it is ill-informed or misguided, but nonetheless people act on it, the harm we do may be great, for few can doubt that regional rail services generally are under increasingly sharp scrutiny.

The matter has been debated long and hard by the committee. I shall say a little more about this later. But it is too important to be left to the committee alone. With this in mind, I have three primary purposes for writing this piece. The first is to assure you that the debate is not yet closed. The voices of our membership as a whole about Wessex's strategy need to be heard. The second is to thank all those of you who have already written to us. A selection of your letters appears in this issue of the magazine. The third is to say that the door is wide open to further contributions. We must learn from one another, not merely within the committee, but from the membership as a whole and, perhaps even more importantly, from the public at large. So please keep the contributions coming.

The debate we have begun is about what many would see as the most important feature of the service offered by North Devon line: namely, its timetable. But let us conduct it in a manner that is not boringly technical, but rather in a way that puts people, their needs and our shared circumstances first. Let there be at its heart a question, simple to put, but far from easy to answer: what is the best contribution that we can we reasonably expect the Exeter to Barnstaple line to make to meeting the transport needs of the people of Mid and North Devon and of those who want to come here?

Our support for - or opposition to - Wessex's strategy, I would suggest, should be shaped by our response.

Keeping the real world in mind

That said, in engaging with the issues, it's vital that we all keep in mind that the North Devon line operates in the real world. One feature of this real world is that, without substantial support from public funds, the line would close tomorrow. A second is that there are other demands on public funds. With hospitals and schools strapped for cash, and care homes seemingly closing by the month, we would be foolish to take it for granted that support for lines like ours will always be there for the asking. On the contrary, we must recognise that we have an obligation to show why continuing support is justified.

That's why our expectations need to be reasonable and our arguments reasoned. We have to acknowledge that rail is but one means of providing public transport. We must recognise that running a rail service is intrinsically expensive. We have to be clear about what trains can do well, and equally clear about what they are unsuited to.

Above all, we all need to recognise the political imperative of getting a lot more people to use the line (anyone harbouring doubts about this should note the first objective set out in paragraph 2.2 of the SRA's recent consultation paper on Community Rail Development: 'increase passenger volume and income'). And, with this in mind, we may have to acknowledge that pressing the railway to do what it is unsuited to may hamstring efforts to enable it to do what it could do best. Are we prepared to grasp this nettle?

Meanwhile, back on the committee...

While our Group deliberates, the world and Wessex Trains do not stand still. Hence your committee has been busy. To cite just three things, David Smith, our new Membership Secretary, has been collating information about our overall membership and designing a new application form, two further members have discussed the Group's aspirations with Devon County Council's Deputy Environment Director and we have made a collective response to the SRA's invitation to comment on its strategy for Community Rail Development.

Most importantly, the committee has taken three key decisions about the new timetable. First, the views of our members as a whole should be sought (hence the request in the earlier section for letters, and so on!). Second, in the meantime, while matters of detail remain to be considered and the views of members gathered, the direction taken by Wessex Trains should in broad terms be supported. Third, this support should be given substance.

Many of our readers will have seen evidence of this support in a recent issue of the North Devon Journal. In it, the new timetable got front page billing. The whole tenor of the paper's treatment of the new service was positive. In establishing this, a press statement put out by Patrick Adams, who has recently taken on the media links role on behalf of the committee, played a central part. We should anticipate more activity like this!

John Gulliver

Community Rail Development Comments on the SRA's consultation paper The Strategic Rail Authority has published a consultation paper on a Strategy for Community Railways. The paper can be obtained from the SRA at 55 Victoria Street, London SW1H 0EU or from its website www.sra.gov.uk. Responses to the paper must be sent to Chris Austin at the SRA by 28th May 2004, though responses sent to NDRUG have to be passed on to the Western branch of the Rail Passengers Committee, so any sent to us must be received in good time.

In his introduction to the consultation paper the chairman of the SRA Richard Bowker includes the following: "Britain's branch lines are important for social, economic, and financial reasons, but for many, service patterns reflect the needs of the 1970's, rather than the 21st century[...] these lines can and do fulfil a key role in the local economy[...] Any question of change raises fierce passions, not just locally but nationally[...] This consultation paper offers the opportunity for rational debate[...] the task is to find ways to increase earnings and reduce costs in order to provide a sustainable future for these lines[...] our approach is one of development rather than retrenchment, and to move to a position where local and rural lines can be improved with local commitment and support, sooner rather than later" The following is an except from the consultation paper:

"Today's rural routes and branch lines now reflect the slimline railway created by BR during that period, and generally provide an infrastructure appropriate to the levels of demand of the 1970s. In the 1980s, new lightweight rolling stock was provided, but during the same period, track maintenance costs were reduced, even though the last significant track renewals programme for many of these routes was in the 1960s. The gap between costs and income on these lines, reflects the high fixed costs of providing a rail service with its own infrastructure and terminals[...] Rural and local lines tend to have higher levels of leisure travel at discounted fares, little full fare business travel and no travel at premium (first-class) rates[...] short journeys at relatively low fares generate insufficient income to meet the high fixed costs of even a basic railway. Typically, fares income covers only one quarter of the attributed costs of providing the service."

So, there is an overwhelming need to reduce the gap between income and costs, and to increase the value of the railway to the community, measured in terms of financial support per passenger journey. A good start has been made by establishing Community Rail Partnerships. Without exception, passenger volumes have increased on lines supported by a Partnership. The Bittern Line from Norwich to Sheringham has seen a 140% increase in demand over seven years and now carries 440,000 passengers a year. Local authorities are now more closely involved and can use a range of funds to improve public transport in their area. Community Rail routes (such as the Tarka Line) will have separate operational and engineering standards appropriate to the nature of a local operation, one example of this being the decision not to have radio masts on the Tarka Line, so this should result in a reduction in costs.

Community Rail routes will never provide a conventional commercial return and will require franchise support payments; the idea is to reduce the gap between income and expenditure. Increasing patronage brings greater social and economic value, particularly in relation to tourism The objects of the strategy are therefore to: Increase passenger volume and income Manage down the unit costs of running the line Involve the local community more closely in the development of the railway However, no change is proposed to the basic rule that only those projects that have a business case and represent value for money can be taken forward.

Simpler products could be made available including carnets and zonal tickets, and ultimately smart cards. These simpler products could be retailed through newsagents, post offices, and convenience stores. There will be an opportunity, in conjunction with local authorities, for train and bus services to be planned together to provide a bus feeder service to the railway. For example Chiltern Railways Taxibus provides fixed route and stops in the peak and a flexible routing "Dial-a-Ride" service off peak. Local authorities have a major role to play in disseminating information regarding this type of service. Secure and convenient cycle parking at stations should be provided, and the possible provision of community car clubs as existing on the Penistone line should be considered. Other forms of income could include packages with local hotels and tourist attractions.

Cost reduction is vital, but safety remains the main consideration, the approach therefore is to ensure that the standards applied to Community Railways are appropriate to their characteristics, such as lower line speeds, less frequent services, and fewer passengers, as opposed to the high speed conventional networks.

A simpler approach could be developed for staff and community workers or volunteers (where they are not involved in safety critical work) who could provide services or improve facilities at their local stations. In some areas trained local volunteers keep an eye on stations, report faults and vandalism, and secure funding for improvements. This restores a sense of local "ownership" of the station and raises the profile of the railway One of the biggest opportunities for Community Railways is to develop a strong sense of commitment by the staff themselves, it will be important to involve staff fully in the running of Community Rail operations, and full co-operation with the trades unions is important. Continental experience of locally managed railways suggests that staff who transfer to local community based railways experience higher levels of job satisfaction, and actively participate in the running of the enterprise.

The press, whose comment on the paper is generally supportive, have highlighted what the paper calls Microfranchising. This only applies currently to five lines: The Esk Valley Line (Middlesbrough to Whitby) (preliminary work started) The Island Line (Ryde Pier Head to Shanklin) The Looe Valley Line (Liskeard to Looe) The St Ives Branch

The Watford Junction to St Albans Branch A microfranchised branch will be basically self contained, but will come under the umbrella of a Train Operating Company; the TOC would help with such things as heavy maintenance, accounting, etc, and the staff would be multi skilled, a driver for example could also act as a conductor, and cover for the manager when necessary.

Reference is made in the paper to Community Rail partnerships, and the Tarka Line is looked after by one of these, the Devon and Cornwall Community Rail Partnership. It is run by Richard Burningham, who has been responsible for such things as Jazz Trains, the Rail Ale Trail, and the tourist leaflets regarding the line; he is also working to bring back the Stationmasters House at Barnstaple to a useful state.

Hugh Butterworth

Major Study Launched Into South West Branch Lines A Major new research project will examine the economic and social benefits brought to rural communities by the South West's branch lines.

The ÂŁ50,000 study has been financed by the Economic and Social Research Council (ESRC), in collaboration with Wessex Trains, and will be carried out by University of Exeter researchers. This is the first time researchers have attempted to provide such a detailed evaluation of the economic, environmental and social benefits the railways bring to rural areas, and to place it in context of the changing system of rail franchising and regulation.

The project will be supervised by Professors Allan Williams and Gareth Shaw, of the University's Department of Geography, and carried out by Jamie Dallen, who will use the information gathered to write theses at Masters and PhD levels.

Said Professor Williams: "We know a great deal about how car use impacts on the functioning of rural communities, but railways and the branch lines in particular have been rather overlooked. In the recent past railways were perceived to be in decline as a form of transport and therefore were not considered an important subject for study. Now, of course, rail use is on the up and there is a great deal of debate about how to organise and pay for an efficient rail network. This study will help to inform that debate by discovering precisely what impact branch lines have on rural communities in Devon and Cornwall."

The study will look at changes in branch line services before and after privatisation, who uses the branch lines and why, and what effect this has on their lives and economic prosperity.

Andrew Griffiths, Business Manager for Wessex Trains, said that the information gathered will help to inform future rail policy on branch lines in the run-up to the formation of a new united franchise in 2006 to replace those separately held by Wessex Trains, First Great Western and Thames Trains. He said: "There has been a great deal of debate recently about the future of rural services and this is exactly the right time to be evaluating the impact and value of branch lines".

University of Exeter

Community Rail Conference The Community Rail Development Conference at Derby in February was sponsored by Porterbrook the train leasing company. It was depressing to hear one of their representatives forecast that the rise in passenger numbers would be such that it would be necessary to do what British Rail used to do, increase fares in order to reduce demand.

This is most likely to happen on the busiest lines such as the East Coast main line and the London to Brighton, however rural railways will not necessarily be immune. Ian Dinmore, whom some will remember as the very efficient manager at Barnstaple, looks after lines in East Anglia. One of them, Norwich to Sheringham, has seen passenger numbers increase by 140% in 7 years, with 440,000 passengers carried last year. Pessimistically Ian expects a downturn because last year "they were hanging out of the windows".

Nearer home the suggestion has been aired that fares should be raised on the St Ives branch in August, something that would hit families particularly hard.

When delivery of the present batch of new trains has been completed the railways will have received over 4,700 vehicles at a cost of ÂŁ4.5 billion. Very few of these new trains will find their way onto rural lines, and none at all to the West Country.

The Strategic Rail Authority has made it clear that rural railways will have to make do with existing rolling stock rather than enjoy new trains. Our only chance of relieving the overcrowding that occurs (even on the Tarka line) in August if for existing rolling stock to be cascaded down to us. Even this is not easy as most new stock is for electrified lines.

The new Greater Western franchise will be for seven years; why not make it 20 years (with necessary break clauses), and require the franchisee to provide additional rolling stock and minor infrastructure improvements, such as the abolition of the strange rites that are currently performed at Eggesford?

Hugh Butterworth

Rural rail: the role of user groups?

(A shortened version of a talk given by John Gulliver to the Rural Transport Partnership Conference, Truro, February 2004, here regrettably without the stunts.)

Rural rail's wobbly planks I speak as someone deeply committed to the need for good public transport. I want to talk about rail transport, especially in semi-rural areas like ours, and to consider what rail user groups might do to strengthen it. I shall focus on the North Devon line especially, but invite you to consider the relevance or otherwise of what I say to other lines. The views I express are my own: they do not necessarily reflect those of the particular user group with which I am associated.

I'll begin by highlighting three changes seen in the many years in which I've been a rail user. First, the railway in Devon and Cornwall is greatly diminished. Whole lines have disappeared. Many stations on those that remain are closed. Second, the network of links between rail and bus has all but disappeared. With few exceptions, what now exists is there, it appears, by chance, not design.

Third, whereas at one time, for those within reach of them, trains were the main means of getting about, especially over longer distances, now they are for most people the last thing they think of.

It is this third change that poses the greatest problems for rail user groups. This is especially so when it is acknowledged that, where rural services still exist, they do so only because they are heavily supported from public funds. If there is any threat to the future of these services, it comes from the fact that this support could be removed. Given other calls on public finance, we would be foolish to think this possibility remote. In my view, the most important roles user groups can take on involve two things. First, they must make the case for continuing public support for rail. That case must, of course be realistic and well-reasoned if it is to convince. Second, they must lend their weight to changes in rail practice which promise to entice considerably more people to use trains than do so at the moment. The points are interconnected. Both require us to face difficult issues.

The case usually put for support rests on three planks. A train service, it is said, is socially inclusive, environmentally friendly and economically advantageous. Unfortunately, we must recognise that, as things stand at the moment, each plank is distinctly wobbly.

Trains may be socially inclusive, but, if few people use them, their impact is small. If they load lightly, their environmental contribution may even be adverse. Similarly, if the numbers they carry are small, the economic pay-off they offer may be negligible, especially when seen against what other transport modes offer.

Impediments and clashes of interest There are many who conclude from points like these that trains have had their day. Car ownership, they say, is now so widespread that any significant resurgence of rail travel is improbable. I do not share their view. On the contrary, I believe that rail could play a bigger part in meeting people's transport needs than it does now, even in areas as apparently unpromising as those served by the Barnstaple-Exeter line. But I also say that this is unlikely to happen unless the full significance of the picture painted above is

acknowledged.

The factor common to each of the points noted above is the relatively low usage of our trains. User groups, I suggest, need to identify the factors that work against greater use and campaign for their mitigation. Part of this involves listening to what people say.

With greater resources, well-conceived surveys could play an important part. Until these become available, however, less formal approaches will have to do. But who should we listen to? People who already use the trains, yes. Even more important, though, is the vastly greater number of people who do not. What I learn from such people may not be systematically gathered, but this does not make it invalid. I want to draw attention to three things especially.

The first is a widespread perception that rail travel is expensive. Where this is valid, an urgent task for user groups, I suggest, is to press for more attractive fares. But where it is not, as, for example, with South West Trains' ÂŁ23 Barnstaple-Waterloo Apex Return or Wessex Trains' facilities for group travel, then we need to bring such bargains to wider notice.

A second relates to the railway companies' catalogues. Yes, I do mean catalogues: those brochures of the train service you need to use if you want to travel from anywhere to anywhere. People speak of their minuscule print, copious footnotes, the Friday extras, the Saturday exceptions and much, much more: in short, of the timetable brochures as obstacle courses. Easier by far, they say, to take the car. Here, then, is a further task for user groups: bang the drum for more user-friendly timetable brochures, call them what you will.

Beyond the brochures, however, is the service the trains offer. It is here that overwhelmingly the greatest problems for user groups lie. For, when you ask around, it quickly becomes apparent that different people want different things. For example, those who live at the Barnstaple end of the North Devon line want a fast service to Exeter. Without it, they say, they will stick to their cars. Many of those who live elsewhere, however, are less concerned about speed than about whether their local station has a service at all.

Perhaps the only thing all have in common is a desire for more trains, each one of which serves the particular station of their choice, runs to a timetable that is easily memorable and, for those travelling beyond Exeter, connects smoothly with main line trains in every direction.

Rural rail and the real world The immediate problem that a user group must face is that all these demands cannot simultaneously be met. On the North Devon line, for example, trains cannot be both fast and serve every station, or even most of them, especially when an hourly service is the goal. Nor can all trains connect. How, then, should a user group respond to such a conundrum?

I would suggest that the key thing is that it should ensure that its aspirations are grounded in a keen sense of the real world. About this, I would mention four things especially.

First, understand the political reality. The key point here has already been mentioned: lines like ours operate only with substantial support from public funds. The consequence of this is that they must justify their existence, not just to rail users, but also to the public at large. They can do this most effectively when the numbers using them are seen to be large.

Second, recognise that trains are better at doing some things than others. They are good at carrying large numbers of people quickly over relatively large distances. By contrast, they are an expensive way of carrying small numbers of people, however far they wish to travel. Insist on trains doing what they do badly, and you may end up preventing them from doing what they might do well.

Third, attend to the relationship between the rail routes you are interested in and where people live. With regard to the North Devon line, two features stand out. The overwhelming majority of the people it serves lives in and around Barnstaple. Of the rest, other than at Crediton, most are spread thinly in much smaller communities along the whole length of the line.

Fourth, and again with the North Devon line in mind, note that, of those who live in and around Barnstaple, few use the trains. Since the numbers who live within striking distance of the station are large, however, the potential gains to rail are substantial. Similarly, of those living elsewhere, few use rail. Their numbers, however, are relatively small. Even with a substantial switch to rail, the gains could not be great. Moreover, if they could only be secured by maintaining a high level of service to all or most of the lesser stations, then the much larger potential of Barnstaple would go forever unrealised.

Railheads ahead?

The implications of this brief analysis are clear. If we are serious about the need for a substantial increase in the numbers of people who use the North Devon line (and I think all who wish to safeguard its long-term welfare must be), then the first objective of those who shape its timetable must be to make the service it offers to Barnstaple more attractive.

Does this mean that those who live in the smaller communities along the line should be left to their fate? I think not. But here I must make one condition. It involves reducing the eleven intermediate stations along the line to a maximum of, say, five. Let each of them serve as a railhead for its surrounding area. Give each the full service offered to Barnstaple. Let each enjoy Barnstaple's speedy trains, rather than a painfully slow service of trains slowing or stopping at every conceivable halt or the patchwork of possible halts offered by the current timetable.

For some of those who already drive or are driven to their local stations, such a service would add but little to the road portions of their journeys. The disadvantage of this might be more than outweighed by the attractions of a fuller, faster service, a service that might, moreover, entice more users on to rail. And for those without access to cars (who should rank highly in our priorities), is there not scope for a little creative thinking about taxi-buses or other devices that could link them to their nearest railheads?

Where might these railheads be? That's a further debate. But it's one for a user group to engage in...

John Gulliver

Fares Maze I trust that both my regular readers recall that any article written under this heading contains an Extreme Health Warning. Although it is believed that the information given is accurate at the time of writing, it should not be relied on without carrying out an independent check.

Virgin bargains continue to be available. I recently travelled to Liverpool and paid £9.90 for a single journey. When I wished to visit Derby, John at Barnstaple station advised me to buy two single tickets, one for the outward journey, one for the return. Each ticket cost £10.55 so the return trip was made for £21.10. This journey was in fact made by our chairman John and myself in order to attend the Association of Community Rail Partnerships (ACORP) conference.

Two days before, when John was addressing a meeting (an excellent speech, very well received – catch it if you can) he mentioned the £21.10 fare to Derby. This was greeted with gasps of astonishment. Pleasant, because the information was given to a wider public, sad because that public happened to be delegates to the Cornwall Rural Transport Partnership conference!!

In my last Fares Maze article I referred to the bewildering choice of Virgin return fares between London and Carlisle ranging from £277 to £19.34. This time I am dealing with the Midland Mainline from Sheffield via Derby and Leicester to London. There are no less than 13 separate fares for First Class and 12 for Standard, all returning in one month. The most expensive First Class return fare is £183; travel when you like, enjoy the breakfast, newspapers etc, and take advantage of the 34% Railcard discount if you can. A First Saver is £102 travelling on off peak trains, again with the benefit of a railcard if appropriate. All remaining examples need to be booked 7 days ahead and travel is on specified trains with no discount; First Capital £31, First 2some (two people travelling together) £54 (of which more anon), First 4sight (four people travelling together) £82. Standard class are similar, an open ticket is £105, Apex £29, 2some £36, and 4sight £48.

There is also a Senior ticket at £16. Amazingly both First and Standard Senior tickets attract a railcard 10% discount, thus I (being an old folk with card) can travel from Sheffield to London and back for £14.40, or in the luxury of First Class for £25.50. All this for a return trip of 330 miles.

Something to remember when travelling Virgin; what used to be called "usually reliable sources" tell me that if you buy your Standard ticket on the internet you can, on certain trains indicated on the web site, then upgrade to First regardless of the length of journey, and on any day of the week, the charge for this being £15 each way. Clearly a bargain if you are travelling for example from Exeter to York, or, if it is a Saturday in August, from Exeter to Cheltenham. This upgrade is subject to availability. Please tell me if you have any difficulty with this as is sounds too good to be true.

Hugh Butterworth

Dartmoor Sunday Rover Now that the new summer timetable provides a proper connection at Crediton between the Barnstaple line and the Sunday Okehampton service for the first time, members of the group are invited to join a Sunday outing to sample the possibilities of the Sunday Rover Ticket. The date selected is 18th July and the timings will be: Barnstaple dep Crediton arr Crediton dep Okehampton arr

10:45 11:37 11:41 12:09

Okehampton dep Crediton arr Crediton dep Barnstaple arr

16:15 16:42 16:45 17:45

Options at Okehampton are: Bus 187 to Tavistock via Lydford and return (approx 1½ hours in Tavistock) Bus 174 to Moretonhampstead and return (approx 1½ hours in Moretonh'td) Bus 174 to Widecombe and return (round trip) Bus 318 circular via Winkleigh, Rosemoor, Hatherleigh "Dartmoor Pony" train service to Meldon Quarry — if you are feeling energetic details can be supplied of a 5 mile circular walk from the Quarry station.

If you are feeling really energetic hire a bike for the afternoon!

Tony Hill

Station Gardens Competition As regular readers will know it has been the practice of the group to fund and organise a station garden competition each year as a means of ensuring that users of the line and its intermediate stations, both local residents and tourists, benefit from a more pleasant environment, and can have a certain amount of pride in the line. Unfortunately, for the same reasons as the temporary disappearance of the magazine, time is running out to organise the event for this year...unless some of you in the membership can help me out.

If you have been involved in the past, or would like to become involved now, in spending a small amount of time brightening up your local station, please contact me as I have offered to carry out the organisation, as well as getting involved at my own local station.

With willing volunteers it could be possible to make a start even at this late (in gardening terms) stage and produce worthwhile results so that the competition could go ahead, but more importantly so that stations that could be looking a little neglected could be greatly enhanced. Please give a thought to this as we would not wish to see a regular event such as this fall by the wayside.

Andy Hedges

Freight Matters It is rumoured that North Devon District Council intend to remove the area reserved for freight at Barnstaple. Developments in the movement of freight are taking place all the time, the diesel multiple unit and the Freight Bus being only two examples. With the use of container traffic all that is now needed is a single line siding, hard standing alongside, and a lorry access. A crane bearing lorry would simply transfer the container and leave. Companies such as Asda, Morrisons, and Marks & Spencer are beginning to use rail transport, and the road haulage industry are concerned about rising costs and driver shortages, which makes railfreight more competitive.

For the Barnstaple line we are looking maybe twenty years ahead, but if the authorities had only looked fifteen years ahead we might have had a Tarka Trail alongside a Tarka line to Bideford. The inhabitants of Torridge would then have had an alternative to an

increasingly congested link road.

Hugh Butterworth

Meeting with Devon County Council On the 3rd of March representatives of NDRUG met with Dr Ian Harrison the Deputy Environment Director of Devon County Council: What do DCC see as the future role of the North Devon line within the total transport system?

DCC are supportive of rail especially where there is a prospect of success, this includes the North Devon line, but the Okehampton line is doubtful. The railway has an important role to play in bringing people into both Barnstaple and Exeter, which suffer from acute congestion; tourism also figures significantly in this. We were asked for our views of what the problems are and we gave examples of problems in serving smaller communities versus the main flows, perceived journey times, and fare levels which, from the discussion, seem to be much higher than on the Exmouth branch.

Will there be any Transport Plan bids for improvement?

The transport plan concentrates on improving station interchange, e.g a scheme for Exeter St Davids. This is because local authorities are encouraged by government to deal with non-operational matters. However DCC would be willing to consider financial assistance for improvements at Eggesford if asked, but they have not been approached; is seems at present to be a matter for Wessex Trains and Network Rail who are looking at various options. Salmonhatch is not considered a priority at present by Network Rail, the most recent estimate for installing barriers is prohibitive and does not represent value for money.

What are DCC's views on frequency & stopping patterns having regard to social inclusion policies?

DCC have always considered a regular hourly service to be the optimum and recognise that there has to be a trade off in terms of stopping patterns. Nevertheless Ian Harrison is firmly of the belief that the timetable should be constructed to allow access from the smaller communities to Barnstaple and to Exeter. To achieve this it may be necessary to introduce skip stopping or reduce the number of stations served.

Co-ordination with bus services So far as bus services are concerned, he agreed that it would be sensible to look at these, but stressed that there is little they can do but suggest, where a commercial service such as Turners is provided. He did say that they were always willing to look at serving a number of stations with Taxi buses or other low cost options.

The need for surveys We explained that as a group we are having great difficulty in reaching a unanimous view about the timetable and how best to serve local communities given the operating constraints. We felt that a fairly comprehensive survey needs to be undertaken among users, and especially non-users, to establish why they do or do not use the train, what might persuade them to change their travel habits.

Given that most people drive or are driven to the station, what their view would be if a number of stations were to be served by one parliamentary train per day (or closed altogether), but a nearby station would be served by all trains. Ian agreed that such an approach would be very helpful and agreed to consider what may be done and will get back to us. We did say that although we were not able to mount such a survey, we would as a group be pleased to assist.

John Phillips

Fares to Waterloo Both my regular readers will know that I try to promote the ÂŁ23.30 Apex return from Barnstaple to Waterloo. South West Trains have verbally confirmed that this fare applies to ALL trains leaving Barnstaple including the 06:42 which gives an 11:23 arrival at Waterloo.

Hugh Butterworth

Notes on Railfuture meeting The only item that specifically referred to the Barnstaple line was my own report on the proposed new timetable. George Palin of Crediton welcomed the possibility of an earlier first train at Crediton and the meeting in principle approved the idea of a clockface service. The question was raised regarding the middle section of the timetable, which is a two hourly clockface, as to what happens to the trains from Exmouth when they arrive at St Davids and are not required to continue on to Barnstaple?

The Newquay branch may have a two hourly service next summer and there is a call for a daily London train instead of only at weekends as at present. The doubling of the Probus – Burngullow section has now begun, with completion due in December. One obstacle to a better service is the distance between signals on the West Cornish section. A suggested clockface service for St Ives will probably wait until the main line service is settled. The park & ride at Lelant Saltings is inadequate in the summer. Morning peak trains on the Falmouth branch are so full that two conductors are needed to collect fares. While objective one funding may be available for improvements, it would have to be matched by the County Council.

It was alleged that that the whole of the South West region's ÂŁ200 million road investment would be spent on dualling the A30 and creating a new road to the Eden Project. It was estimated that traffic flow would increase from 25000 to 37000 vehicles per day.

This is at a time when Falmouth, Truro, St Ives, and Newquay are all gridlocked with summer traffic.

Holsworthy apparently has a county sponsored taxi service from 7am to 10pm at bus fare rates; could something be done in Torrington to get passengers to Umberleigh?

Clockface services will appear in various places. There will be a half hourly service between Weston-Super-Mare and Worcester, with alternate trains continuing to Taunton.

The London and Western Railway Company franchise bid was discussed, and one idea was for a 12 car 158 type train from Paddington with through sections for Barnstaple, Exmouth, Newquay, Falmouth, and St Ives.

Hugh Butterworth

Tarka Line Working Party This a group organised by Devon County Council and administered by Devon & Cornwall Rail Partnership (D&CRP). It meets three times a year, in rotation, in Exeter, Crediton and Barnstaple, and is open to local authotities and other parties such as NDRUG. At the meeting on 10th March Richard Burningham of the D&CRP gave a report covering the past four months. The Community Rail Development consultation paper reported on elsewhere in this issue is to be discussed by the TLWP, and its views, together with those of all other working parties coming under the D&CRP will be forwarded to Chris Austin at the Strategic Rail Authority. A copy of our our response as a group has been enclosed with the magazine.

I hope that you have all seen the leaflets "Take a Trip on the Tarka Line" and "Take a Train Trip from Barnstaple". I am particularly pleased with the sample list of fares given in the latter leaflet. The committee is very keen that details of these fares are given as wide a circulation as possible. The Tarka Line together with the other branch lines in our area appear in a new title in the "Iron Roads" series, a useful publication if you enjoy train travel.

The Association of Community Rail Partnerships (ACORP) has selected Crediton as one of the twelve 'Gateway' stations. They will advise on what further can be done to promote use of the station and the station facilities; this is greatly to the credit of David Gosling, Linda Rogers, and others who have done so much work at Crediton.

New signs and posterboards have been erected along the line, and it seems that most of the infrastructure work on the line has now

been done, including improvements to Pill Bridge, which is the first river bridge outside Barnstaple. The EWS freight company has been asked if they are interested in bringing materials for Barnstaple's downstream bridge in by rail.

For a long time our Chairman has been asking for a bus stop to be provided at the bottom of Sticklepath Hill in order to provide access to Barnstaple Station via the Tarka Trail without the need to cross the busy main road. Devon County Council now seem to be likely to proceed with this.

Taxi buses were used in some parts of the country (one was available for Yeoford during the recent line closure) and we asked if these could be considered for places such as Chulmleigh and Chawleigh. Another request was for the Emergency Help machine on Barnstaple stationto be repaired as soon as possible.

The present 09:00 train from Barnstaple can be used with cheap fare tickets, and we asked that this concession be extended to the 08:55 in the new timetable. Wessex confirmed that the first train in the new timetable, the 06:42, would connect with the Penzance– Paddington service allowing arrival in London at 09:59; there was also confirmation that there would be extensive advertising of the new timetable, and we were able to help with local knowledge. Wessex reported that 224,00 passengers used the line in 2003, 2½% up on 2002 and 13% up on 2001; however these figures are distorted slightly by line closures and in the case of 2001 by flooding. At previous meetings we had asked for greater promotion of the Devon Railcard, and Wessex confirmed that this was now being done.

The one disappointment of the meeting was the non-appearance of any representative from North Devon District Council, and it is very rarely that this council is represented. The Tarka Line Working Party wants to encourage tourists to the area, and also other visitors such as those attending conferences in early and late season, so why is the council so uninterested?

Hugh Butterworth

Bus Links Informed sources have advised us that the bus connections from Bideford and Ilfracombe are being retimed for the summer timetables to connect with the 06:42 train out of Barnstaple.

The 06:20 from Bideford will leave 11 minutes earlier, and should pass Sticklepath Terrace at about 06:37 being due at the Bus Station at 0640.

The 06:10 from Ilfracombe will be about 20 minutes earlier, passing Braunton at 06:12 and due at the Railway Station at 06:35.

Neil Sunderland

A Pleasant Day Among The Avocets Nowadays it is but rarely that I come across a new experience as I trundle through my eighth decade; however one bright Friday I did something which I had never done before, I purchased an old folks cheap day ticket from Exeter St Davids to Exeter Central! Surprisingly I did this when travelling from Barnstaple to Kingsbridge. The reason: I was already committed to my journey when Wessex Trains kindly invited NDRUG to be represented at the launch of the Avocet line, which is the name now given to the line between Exeter and Exmouth. My ticket cost 45 pence and although not unique, I still regard it as something of a collector's item.

On arrival at Exeter Central I joined a large party of the local "great and good" consuming tea, coffee, and squash on the platform.

Naturally Devon County Council, Exmouth Town Council, East Devon District Council and various parish councils were all represented.

Also among those invited were members of Exe Estuary Management Partnership, RSPB, Exmouth Chamber of Trade, Sustrans, the Rail Passenger Committee, the Environment Agency, network Rail, English Nature, and a Colonel of Royal Marines from Lympstone whose members contribute considerably to the passenger numbers. Last but by no means least was a marvellously arrayed gentleman who turned out to be the Exmouth Town Crier.

Wessex have now completed the ÂŁ1 million pound refurbishment of their two coach 150 fleet, so when the 11.20 arrived it comprised the Avocet line's own train and our own Tarka Belle with the delightful view of Appledore at sunset taken from Instow.

As an experienced traveller I was able to secure a window seat (with table) on the right hand side facing the direction of travel. I was joined by an employee of the Times newspaper, who, even by my standards, could be described as elderly, and belonged to a more gracious part of that newspaper's history. As he was an avid birdwatcher he obtained added enjoyment from the day.

The journey from Topsham to Exmouth is really delightful, running as it does alongside the Exe with views across to the other bank and the foothills of Dartmoor. Various improvements have been made to the line, there are new shelters at Topsham and Exmouth, also new platform signs, benches, and litter bins (Barnstaple please note), and the stations have been repainted. The line logo now features an Avocet. A photographer on board alighted at each station in order to take pictures of the name with its new logo. At Lympstone Commando he took his photo much to the annoyance of the security guard; fortunately the marine sentry cradling an automatic rifle took a more relaxed view of the trespass, otherwise Wessex trains might have been able to introduce a new concept of air conditioning to the rail network.

On arrival in Exmouth there was a welcome from the Mayor, and the Director of Public Affairs of the RSPB; the Chairman of the Exmouth Town Management Board then unveiled a commemorative plaque. Most of us declined the offer of a lift and walked by the river to Exmouth Dock where we boarded the boat that would take us to Topsham, a very pleasant journey indeed. A member of the RSPB gave a very learned description of the various birds along the way, and a creditable description of the trains passing between Exeter and Dawlish. I now know an easy way to distinguish between a Black Tailed Godwit, and a Bar Tailed Godwit, a piece of intelligence that had previously eluded me.

An excellent buffet was served during the journey, and as we approached Topsham we saw two groups of Avocets and I realised that I had almost forgotten how graceful and attractive these birds are. On arrival at Topsham a brisk walk took us to the station and a journey to Exeter St Davids.

I would like to thank Andrew Griffiths and Wessex Trains for a most enjoyable day; Wessex have clearly established a good working relationship with the other bodies interested in the Exe estuary, and have also succeeded in increasing the annual passenger numbers to above 800,000; we look forward to the day when they can celebrate the "Magic Million".

Hugh Butterworth

Barnstaple 150 An old engraving of crowds gathered on the Longbridge on the day the railway came to Barnstaple LOCAL groups and businesses are being urged to get on board to celebrate the 150th anniversary of Barnstaple Railway.

On Sunday, July 11, two parades will be held to recreate the events of one-and-a-half centuries ago when the first train pulled into the town station.

The first will be a re-enactment of the original procession, copied as closely as possible and featuring all facets of Victorian town life, including the Mayor, councillors, aldermen, masons, police, clergy, magistrates and representatives from crafts and trades.

It will make its way to the station, where one-and-a-half hours later a parade celebrating modern Barnstaple and representing today's companies and organisations will leave to make its way back through the town.

Various events are planned, including a special train from Exeter, entertainment and refreshments. It is hoped to include a performance by the Cedar's Show Band and a pig roast on the mosaic site at the riverfront. The celebrations are being organised by Barnstaple Town Council, which is hoping as many people as possible will turn up on the day to take part in either the Victorian or modern processions.

"We are asking anybody who is interested in taking part to contact us," said Councillor Janet Preston, one of the main celebration

organisers.

An exhibition of the railway's arrival in North Devon is being held at the Museum of Barnstaple from April 3 to May 15. It will cover the whole area and show the part the railway played in opening up the region to tourism and industry.

NDRUG and Barnstaple 150 The group will be represented at the event detailed above so if you can come to the celebrations make sure that you look us up!

Patrick Adams

Isambard Kingdom Brunel and the Virgin Voyager During the 1830's Brunel built his railway from Bristol to London. The timetables were naturally influenced by stagecoach travel which journeyed from pub to pub, of more accurately coaching inn to coaching inn. They thus decided to introduce a meal break at Swindon and thanks to an agreement with the restaurateur the stop became compulsory and eventually a by word for poor food.

Virgin introduced their Voyager trains with a timetable which proved to be hugely optimistic. Trains struggled to pass through congested areas like Birmingham and Leeds, and sometimes were so late that they were turned back short of their destinations, to the inconvenience of passengers.

Now a more realistic timetable has been introduced, more Voyagers are running on time (83% in January). To ensure this it is vital that trains arrive in Birmingham as scheduled, and it therefore follows that they must leave Bristol on time. To achieve this trains are allocated a waiting time at Temple Meads.

I encountered this when catching the 14:15 train from Exeter to Glasgow, which caught me unawares by arriving at 14:10. We reached Bristol three minutes early at 15:10. The train manager then announced that the train would depart at 15:28 and until then passengers were at liberty to leave the train and enjoy the fleshpots of Temple Meads (he did not put it quite like that). Passengers alighted and some discovered the pleasant and distinctive cafĂŠ on platform 3.

The wheel has thus (appropriately) turned full circle and Mr I.K. Brunel, with memories of Swindon, would have enjoyed his visit to Temple Meads. He would, however, doubtless have been shocked at having to pay ÂŁ1.60 for a cup of coffee!

Hugh Butterworth

News from along the Torridge At Bideford the replica signal box, built on the site of the one demolished in 1968, has now been fitted with a lever frame obtained from an S.R station in Hampshire, together with an instrument shelf and track diagram. Due to lack of space the signal box also does duty as a museum and sales centre.

The ex S.R 1942 luggage van has been re-fitted internally as an historical interpretation centre and the exterior is being refurbished and repaired. The ex B.R standard good brake van has also undergone bodywork repairs.

At Instow the original LSWR signal box has won the "Carrillion Award" as part of the Heritage Railway Association Projects, for the restoration carried out on it, and its present use as a visitor centre. A plaque will be unveiled on the site on Saturday 5th June at 10.30am.

The group is still awaiting the relevant permissions to operate passenger rides at Bideford, and are also still awaiting the arrival of a class 121 railcar which is being loaned by Chiltern Rail.

Forthcoming events are:

Spring Bank Holiday (Sunday 30th May) - 3rd Annual Transport Rally at Bideford station and adjacent riverside at Brunswick Wharf with rail, road, and shipping on display Sunday 15th August- Bideford station annual open day. Display of railway and road items, open top bus rides, and train rides if approved by then.

Alan Wilkinson Bideford and Instow Railway Group

Railfuture's 25th National Conference of Rail Users Early in November I attended the Railfuture conference, travelling, I am pleased to say, by train. During the day the Chairman was interviewed by three local radio stations. One of the first questions asked was 'what complaints were aired by those attending?' ; a typical negative media approach.

Thus is was pleasant to hear a more balanced view of the industry; to be told, for example, of the success of the new NorwichCambridge service which now carries 1500 passengers a day. Of these, 44% formerly used cars for their journeys. Since 1994/5 passenger kilometres have increased by 38% (more I suspect through frustration with the road network than anything else), the highest since 1946. Freight kilometres are up by 50% and train kilometres by 20%. We hear little about freight but the increase has removed 5.6 million road journeys each year. The railway now carries 75% of solid fuel deliveries, 30% of metals, and 20% of petroleum. In this context it is disappointing to learn that North Devon District Council are considering re-allocating the land now reserved for a freight terminal near Barnstaple station. With the new methods of moving rail freight, and ever increasing congestion on our roads, any such decision will, in twenty years time, look extremely short sighted.

The daily number of passenger trains is now 18,885, but the punctuality rate is only 80%. The RPC meeting in Bristol in the summer outlined various proposals to tackle this problem. We will wait with interest to see how successful these are.

A surprising 78% of travellers to London use rail, as do 55% of those who journey between Newcastle and Manchester; this figure drops to 40% for journeys between Manchester and Leeds. Only 27% of passengers using Stansted Airport travel by rail, but hopefully this will increase as a result of the recent upgrade of the line from London.

We now have the youngest train fleet in Europe, something that surprises those of us who rarely stray out of North Devon.

We were told that 80% of delays were caused by infrastructure, a figure that will hardly gladden the hearts of Treasury Ministers as requests for more investment continue to arrive.

The government is developing a new strategy for cycling that is going out for consultation, and in which rail will play a part. Hopefully this will be remembered when the new Greater Western franchise is put together, and space for cycles (and prams and surfboards) will be made available in new trains.

Various authorities have shown rail initiatives, Hampshire County Council have increased school journeys by rail by over 600 a day, and is also hoping to establish commuter traffic on the private Mid Hants railway between Alresford and Alton.

One of the pleasant features of the day was to meet people from other parts of the country, like the man from Wakefield who reminisced fondly on his holiday on Lundy. I had a very interesting conversation with a man from the Wensleydale Railway. This company has leased the line from Northallerton to Redmire which is only used very occasionally by the M.O.D to transport heavy vehicles to Catterick camp. This is not a heritage operation, and a service was started in July over part of the line designed to serve the community, both local and tourist. Next year the company plans to use the line right through to Northallerton in order to connect with the East Coast mainline. To achieve this three passing loops will have to be put in this winter, and to think that network rail is unable to put in two loops between Salisbury and Exeter in order to give an hourly service between Exeter and Waterloo!

Hugh Butterworth

Advice to the Vertically Unchallenged If like me you are 6' 4" (or 1.95 metres if you insist) and have travelled on Virgin Cross Country trains, you will know that some seats are uncomfortable for long journeys. There are two type of Virgin Cross Country trains, Voyager with four coaches (A,C,D, & F) and Super Voyager with five (A,B,C,D, & F). Coach A is club class (First to you and me), and I would have thought that all seats in this class would have adequate leg room, but apparently seats 5,6,9,10,13, & 14 have more room than the others. The seats to aim for in coaches B and C are 57 to 68 inclusive. In coach D aim for 51 to 62 inclusive, and in coach F (the Quiet Zone) seats 3,4,7,8,11, & 12. (A seating plan is now available at Barnstaple Travel Centre).

Please let me know if anyone discovers any others, I would also like to know which of the above seats provide a view out of the windows!

Andy Hedges

And now for something completely different Until 31st May First Great Western are offering a 2 for 1 visit to London, 2 nights in a Thistle Hotel for £32.50 per person per night and 2 for 1 entry to 26 top attractions including the Royal Botanic Gardens at Kew, London Zoo, Kensington Palace, The Globe Theatre, The Cabinet War Rooms, Wimbledon Lawn Tennis Museum and the Salvador Dali Universe. For the inner man (or woman) there are 2 for 1 offers at Deep Pan Pizza, Harry Ramsdens, Bonapartes Café Bar at Liverpool Street, and tea or coffee at 18 Upper Crust cafes. Last but not least there are 2 for 1 ticket offers at 10 West End theatres.

A day trip might be difficult to organise, but with a two night stay it should be possible to take advantage of First Great Western's £29 return, your only problem being that you only have 4 vouchers to use!

More details can be found at http://www.visitlondon.com .

Hugh Butterworth

Would you let the train take the strain?

Your employer requires you to travel from Barnstaple to Torquay for a one day conference, would you:(a) go by train (b) take your car If (a) you would leave Barnstaple at 07:47 and return at 19:00, your employer will reimburse you for your train fare and any Taxi fares in the Torbay area.

If (b) you can claim £62 travelling expenses (more if you can persuade your employer that you had to use the link road) and travel in your own time.

If you choose (b) would it make any difference if your employer was a public body and your expenses are therefore paid for by the taxpayer?

What would be your reaction if any travelling companion offered to give you a lift?

Hugh Butterworth

The May Timetable

Here you will find details of the new Summer timetable, and we would appreciate some feedback on it from the membership. This article is not intended to praise or criticise, since that is for you to do, but simply to point out the differences. The one big change is that the weekday timetable will now run from Monday to Saturday [see footnote], but Members will note that there is no change to the timing of the last train from Exeter.

The first train from Barnstaple at 06:42 offers new connections at Exeter, it connects with what used to be called 'The Golden Hind'; arriving as it does at 09:59, it gives a journey time from Barnstaple to Paddington of just over 3Âź hours. We have received criticisms in the past from the business community that there is no early arrival in London, so we will now see whether that community responds to this change. Perhaps a more relevant connection (perhaps for old folk like me) is the opportunity to arrive at Waterloo at 11:23 with the help of an Apex ÂŁ23.30 fare.

It will now be possible to arrive in Plymouth at 09:15 instead of 10:25, but one surprising feature is that there is no connection to Torbay, so if you wish to go to Torquay you might as well have a lie in and catch the 07:47. The summer Virgin timetable is not yet available but the 06:42 connects with the first Virgin service which arrives in Edinburgh at 15:21. It is unfortunate that the first Virgin services from the North do not arrive until the Tarka Line becomes a two hourly service as this results in poor connections at Exeter.

We would like to hear the views of members, but they should bear in mind the difficulties of timing the passing of trains at Eggesford.

Also some of the turnround tomes at Barnstaple are very tight. For example only 3 minutes in the case of the 09:48 arrival, and 4 minutes for the 11:48 arrival. Looking at the timetable from Exeter, is there really no demand to travel from Copplestone or Morchard Road to Barnstaple before early evening, or from Yeoford before lunchtime? And do passengers prefer to catch the 09:57 from Barnstaple at Chapelton in preference to Umberleigh? – we want to hear from you on these and other matters.

Hugh Butterworth This is not strictly correct: the departure and arrivals at Barnstaple on Saturdays are broadly the same as Mondays-Fridays, but there are subtle differences, especially in stopping patterns.

Readers Write

I am afraid I was unable to attend the AGM so please accept my apologies.

The theme, attracting more passengers, is a difficult one as it defies logic. The public is an irrational beast and I often recall a remark of the late Air Chief Marshal Lord Dowding - "If you wish to influence the mass of the people it is useless appealing to their reason". So what is left? Probably only inane advertising on the lines of commercial television which is clearly designed by morons for morons; I suppose it works but it defies comprehension.

Price seems the most potent factor, the key to the dominance of the supermarkets; yet people happily chuck money away on petrol without a thought. Generally I think instilling a habit by constant promotion to make it fashionable brings results, most people in the provinces have got out of the habit of using trains even when available.

In the case of the Tarka line and rural routes and stations I think it is quite wrong to try and cost these in isolation, rather like picking bits out of an hors d'ouvre; they must form part of the whole. Contributory factors and side issues are involved, and statistics are unreliable, often influenced by the answer at which one wants to arrive.

I have known Bedwyn on the Thames line for many years, not long ago it had suburban DMU's and an erratic service with few commuter cars outside.

Today it has a regular interval service, turbo units, and the car park is packed to overflowing. For North Devon to rely on a fragile branch line is a growing absurdity, it demands main line status, and environmental factors are beyond price.

John Hillier Burnham on Sea

Thank you for my copy of the newsletter for February 2004, and your invitation for comments from members. I overwhelmingly support the policy that the larger conurbations, such as the Barnstaple "catchment area" should be given priority when planning North Devon Line services. It must not be forgotten that Barnstaple station is also the railhead for Bideford and Ilfracombe which both, illogically, lost their rail links thanks to Dr Beeching, and for smaller settlements such as Braunton and Torrington as well.

For many North Devonians a frustrating road journey of anything up to 20 miles faces them between their home and Barnstaple station. Furthermore practically every part of the Barnstaple "catchment area" has seen a huge expansion in housing in recent years unlike stations between Barnstaple and Exeter.

The North Devon Line is actually a truncated part of the Waterloo - Exeter main line and is very much in a class of its own. Whilst it may no longer be classed as a "main line" it certainly does not deserve to be referred to as a "branch line". Many of the settlements between Barnstaple and Exeter have been anything but supportive, as witness the mass uproar against radio masts and complaints about night time track renewal work.

An important feature of any new local timetable has to be a much earlier departure from Barnstaple and a much later night time arrival, with the long term aim of a through train service to and from London which both East and South Devon enjoy.

Alan Wilkinson Northam

Whilst unaware of the precise reasons for David Gosling's resignation, I might, given his position, have done similar, but for a different reason.

Page two of the newsletter lists ten points, yet no indication is given to the vitally important last train from Exeter, is it proposed 7pm, 8pm, 9pm, 10pm, 11pm? In the July 2003 edition of the magazine I stressed the need for a later train, not least as 17 mainliners arrived at St Davids after the departure of the last train from Barnstaple. However I have often felt frustrated at the lukewarm support I have seemed to get from the group. The failure to mention this most important point seems to illustrate this.

However it may or may not be of interest that on Saturdays Wessex trains have improved the last train timetabled from Central at 20:20 and St Davids at 20:37 to now depart at 20:49 and 21:12 respectively. This small but welcome improvement would seem to have been brought about by the company unilaterally, without influence from the group, but perhaps some individuals. Whatever, the action is appreciated.

You may be aware that the North Devon Grecians started from scratch last summer to over 100 members now. I have promoted the Tarka Line at meetings and wherever else possible, and it is pleasing that the number of customers using the line on Saturdays has increased as a result; staff at Barnstaple station have been pleased to thank me. Of course the lack of a sufficiently late train prohibits use for evening matches.

Barrie Britton

I was interested in the contents of the February newsletter, regarding the Wessex Trains proposals for the North Devon line. For many years the very survival of the line has been in some doubt and the proposals to enhance the timetable appear to indicate a real commitment on behalf of the operators - surely it is to be welcomed.

For the North Devon line to survive, indeed for any rail system to survive, it must compete with other forms of transport. Many of the Wessex Trains proposals seem to be to make the line more attractive and therefore competitive - but they must be workable. What is particularly attractive to me as an individual who tries to use rail for business trips out of the county, would be the hope of catching a train from Barnstaple rather than driving to Tiverton or even Taunton.

The downside is the service to small and infrequently used stations, I would probably suggest that if we were building a railway in the Taw valley in 2004 we would probably not put some of the stations where they are now; we are left with an historical legacy reflecting North Devon of the late 1800's. People in isolated communities will no longer pop in their cars to drive a few miles to a minor station when for a few miles more they can reach a moderate sized station with perhaps better parking/security etc.

Of course not everybody owns their own car or has access to one, and perhaps what we should look at is an integrated transport strategy with bus links between the communities served by the smaller stations to in part compensate for their reduced provision under the new proposals.

As you can probably guess, I am pretty well in favour of the Wessex Trains proposals. The operators are presumably in possession of the data reflecting actual line usage at present and although this is rather chicken and egg, its circulation amongst the membership could further inform the debate. Who knows, if the line thrives the arguments for re-opening the link to Bideford might be strengthened.

Jim Rhymer Bickington

North Devon Line Usage Data Usage of stations data

Usage of stations graph

Wessex Trains

Membership Matters If you know someone who you think might like to join NDRUG please contact the Membership Secretary.

New Members We welcome: Mr D.Dron, Ashreigny Mrs J.D Scott, Eggesford Mr J.Welton, Eggesford

Committee Meetings (Members Welcome) Tuesday, 13th July at 17.15 - St Boniface Catholic Church meeting room, Crediton Subsequent meetings to be announced.

David Smith