ndrailusers - Mag22

Issue 22, Spring 2006

Table of Contents

Editorial

Editorial Network Rail inspection train on 16th March 2006 Photo: Mike Day

Welcome to the New Year and a new issue of the magazine, and since the last issue so much is happening that is new!

We have a new franchise imminent, bringing us a new local operator (the name might have a familiar ring though) with new financial targets who will no doubt bring a new approach to the business of running our local trains, with a prospective new timetable which is going to give services a new look. Soon there will be new uniforms and new signs (or new pieces of purple tape at least), and we may hopefully see new fares.

Chairman's Report Passengers in the South West give thumbs up for trains on time, thumbs down for fares North Devon to the South Coast Better Times Needed Music Trains for 2006 About the bands Signalling Centre Visit Engineering Work on the line Rail Rover Diary (Part 1) Saturday 10 September Monday 12 September Tuesday 13 September A TGV Network for the UK? Perception or Paranoia?

Local Lines in Print Wessex Winter Wonder

Locally, work is progressing with the new Barnstaple Bridge, and this should provide new transport links at the station. There are new refreshment facilities at the station, which are due to expand once all parties can reach agreement. In the wider scheme of things there is a new passenger representative body, a proposed new procedure for closure or modification of any part of the network, and even a new HST according to Mr Darling.

Readers Write A Date for your Diary Membership Matters New Members

So how is all this going to affect us, the passengers, particularly on this line? At the moment there will still be the same trains running to (at the moment) the same timetable operated by the same people and probably carrying the same number of passengers. This is where we as an organisation come in. We must be proactive, not simply reacting to circumstances that arise but coming up with initiatives (in conjunction with the Devon and Cornwall Rail Partnership – though they have all the branch lines to look after), to increase passenger numbers by any means possible. It is only by doing this that we can convince the relevant organisations that this a thriving line with great potential.

That potential was shown by the recent special promotion, and Wessex are to be congratulated for taking such a bold step – we hope our new franchise holder will be able to repeat it, after all the costs are the same for transporting fresh air as for transporting 100+ passengers. In addition the sales of Umberleigh-Barnstaple carnets are continuing strongly, and again it is hoped that the facility will be able to continue after the end of June. The main thing for all our local members is "keep using the line", and for our members around the country "come and visit this year" Finally, there was this gem, allegedly a reply to a customer about the lack of toilet paper in a station loo: "I am sorry sir but it is now against Merseyrail policy to supply toilet paper in any of our toilets, as it is considered a fire hazard" Andy Hedges

Chairman's Report Since the last edition, the Tarka Line has been in the spotlight on a number of occasions.

The first was Wessex Train's Winter Sale. This ran for seven weeks offering a flat fare of ÂŁ3.00 for unlimited travel between Barnstaple and Exeter Central. It was in the spotlight because of its tremendous success. It was closely monitored by your Committee members who sought to liase with Wessex to ensure that trains were strengthened to cope with the loads. After one

unfortunate weekend, following which quotas were introduced, things settled down with the result that over 6,000 tickets were sold, a high proportion of which were to non-users of the line. We do not know what the revenue effects were yet, but one thing is for certain. There is a huge population in Barnstaple and beyond who could be attracted to the line if the fares were set at a lower level.

We shall be pursuing this issue with First Great Western with vigour in due course.

The second major issue is of course the draft timetable for December 2006 published by First Great Western. Details and our response are set out on here. You will see that we were most disappointed, not just at the loss of one train per day, but also many other issues. We were invited to a meeting with First Great Western at County Hall and, as a consequence of the very constructive discussion, are hopeful that some if not all of our concerns will be met. We shall be able to give a fully detailed report of the final revised timetable in the next edition.

We come now to a timetable of a very different nature. As I write this Wessex Trains is in the last three weeks of its existence and I think that it is important to pay tribute to what has been achieved since the company was formed some five years ago out of the ashes of Wales & West. At that time, the weekday timetable was just nine trains each way. The rolling stock was in need of an overhaul. Ridership was down to a low ebb. There was much less consultation. Since then there has been a transformation, passenger numbers have grown by around 26% and there has been much greater involvement by all parties involved and real consultation. This includes involvement of the Users Group to the extent that we can justifiably claim to have had a significant influence on the way things have developed. So we say goodbye and thanks to all at Wessex Trains and to Andrew Griffiths in particular.

There is still a long way to go, however, and we hope that we will be able to continue in the same vein with First Great Western.

Certainly, Julian Crow, the General Manager for the West of England is well briefed on our aspirations and, with the Devon & Cornwall Rail Partnership, we hope to be able to build on our successes and achieve our other aspirations not least an hourly service and a late evening train all at a sufficiently attractive fares.

I turn now to the Station Gardens Competition, which is being reinstated in 2006. I am delighted to be able to report that First Great Western are joint sponsors of the event by providing matched funding and that the Devon & Cornwall Rail Partnership has given a grant for the purchase of planters and other equipment. I am also pleased that seven of the eleven stations will be putting on a show so that the Tarka Line should look at its best this summer. We thank very much all those who have agreed to take part and the winner will be presented with a cup – and local publicity – later this year.

There have been a number of other developments and achievements along the line.

These include the opening of a refreshment facility at Barnstaple by one of our members, Mike Day. As was reported at the AGM, Mike hopes to convert the Station Masters House into a proper buffet, but in the meantime he has opened a trailer offering hot and cold snacks – including excellent bacon butties – and many people, including train crew, are enjoying the facility!

The recent Blockade has seen two new lengths of continuously welded rail installed – north of Eggesford Station and north of Morchard Road Station. This continuing investment in the line by Network Rail is to be welcomed.

Recently, a seat was placed at Yeoford Station dedicated to the memory of a former long serving Committee member and Life Member, Len Gillard, who unfortunately died last year.

So, another busy season to report and yet another to look forward to with the Gardens Competition, Community Rail Day, further discussions and negotiations about the new timetable as well as building an ongoing dialogue with First Great Western. Which brings me onto the Committee. As a consequence of all that has been going on, and because we try to be as proactive as possible, the Committee has been meeting monthly. This frequency may not always be required and so we have built in some flexibility. What is important, however, is that your Committee is a strong body that can effectively represent the Users Group. We really do need some additional Committee Members to help spread the load. I can guarantee that you will not be bored and as we build up our reputation so will we become more closely involved, especially as there is no longer a Regional Passenger Committee.

My final words are, therefore, PLEASE come and join us. Just come along to any Committee meeting and let one of us know that you are (or even may be) interested in joining the Committee and we can take it from there. We hope to see you soon. I hope that you have an enjoyable spring and early summer and that at least some of that time will be spent riding the Tarka Line!

John Phillips Chairman

Passengers in the South West give thumbs up for trains on time, thumbs down for fares In January, Passenger Focus, the new independent consumer body representing rail passengers in Great Britain, called for a national debate on rail fares. The message from passengers is that while many aspects of rail travel are getting better, the jury is out on ticket prices. As part of the National Passenger Survey, over 25,000 passengers have given their verdict on their experiences of Britain's rail services. Passengers in the South West are satisfied with their journeys overall, provision of information about train times and platforms and how requests to station staff were dealt with. However, the issues for passengers in the South West are clearly value for money and how well delays are dealt with.

Good Points 84% of First Great Western passengers and 79% of Wessex passengers are satisfied with their overall journey. More South West Trains passengers than ever before are satisfied with their overall journey, with 84% of passengers very or fairly satisfied Almost nine in ten Wessex passengers (89%) are satisfied with how their requests to station staff were handled 87% of passengers on First Great Western routes are satisfied with the information provided about train times and platforms.

Bad Points But it's a thumbs down on value for money – only 48% of First Great Western passengers, 60% of Wessex passengers and 42% of South West Trains passengers think that they are getting value from the cost of train travel Other issues vexing passengers in the South West include how well delays are dealt with (only 35% of Wessex passengers are satisfied), and availability of staff (only 52% of First Great Western passengers are satisfied) Colin Foxall, Passenger Focus chairman, says: "These results show that passengers think that overall the rail industry is moving in the right direction. A record number of passengers are satisfied with the number of trains turning up on time - always a key bugbear for rail users. Well done to the train companies and Network Rail who have improved services for passengers. What is interesting is that the research flags the up and coming issues that the rail industry must now focus attention on.

"If less than half of all rail passengers think they are getting value for money, then it's a sign that the existing fares system is simply not delivering for passengers. Passenger Focus intends to start a national debate about what kind of fares structure passengers want to see – we'll be going out to ask passengers what they think. We need a fair fares system that makes sense to all rail passengers."

Passenger Focus

North Devon to the South Coast Patrick Adams writes in the Autumn 2005 issue of the Newsletter of travelling to Portsmouth from Barnstaple. As this is my regular journey I thought that I would add some observations. As Patrick says, there is some confusion as to whether the better route is via the First Great Western line to Taunton and changing at Westbury or via the South West Trains line through Honiton and changing at Salisbury. On Sunday evening the 17:08, my usual train, makes reasonable connections with the 18:40 FGW service at Exeter St David's and a further change at Westbury to a Wessex Cardiff-Portsmouth train usually leaves me back in Portsmouth at around 22:00. The comparable journey via South West Trains has a longer wait at Exeter until 19:20 and a further 40 minute wait at Salisbury for a train that finally leaves me in Portsmouth at 23:15. I usually now catch the 17:22 Wessex service from Portsmouth Harbour for my return. There is a good connection at Salisbury to the SWT service and again at Exeter for the last train to Barnstaple. Thanks to the retiming of this last train, I can now leave Portsmouth at 17:22 and not 16:22 as previously, for the 18:53 ex Salisbury used to arrive a couple of minutes after the last Barnstaple train at departed from Exeter. Making the return via Westbury is actually quite difficult on a weekday with relatively few down FGW trains calling there.

The really bizarre thing is that is marginally cheaper to travel the longer route via Westbury than via Honiton and Salisbury. Westbury probably also is a strong contender for the bleakest place to change trains in the whole of the south of England! On a more positive note, SWT has managed to improve punctuality and reliability over the last couple of years but the 17:53 from Salisbury is often just 3

cars and is packed out with even standing room at a premium until Sherborne. Patrick comments that Cardiff-Portsmouth trains are usually 2 car 158 units. In most cases now they are formed of 3 car 158 units. He also mentions the through service from Penzance to Portsmouth Harbour. This, of course, does not make a very good connection with the 10:01 from Barnstaple, leaving you precisely one minute get from platform 1 to platform 5. Although I have never been unfortunate enough to be caught out, I know that the service quite often does not get to Portsmouth and, running late, is turned round at Southampton or Fareham so as not to lose its return path to Exeter and into Cornwall.

I would agree that the old Southern route from Exeter to Salisbury is shadow of its former self in steam days. Clearly the route does need more capacity and it is worth remembering that when originally singled, the intention was that just Yeovil to Sherborne would remain as double-tracked but delays appeared immediately and the section from Sherborne to Templecombe was left as double track. To cope with continuing delays, a loop was installed at Tisbury and there now would be a strong case for installing loops at Crewkerne or Axminster and perhaps at Feniton or even Broad Clyst if the proposed housing expansion occurs there and the station is re-opened.

John Bradbeer

Better Tim es Needed I wonder if I am alone in believing that departure times from Barnstaple are fundamentally flawed, particularly at peak hours. The current Monday to Friday times are 07:10, 09:01, 10:01, 12:01, 13:01, 14:57, 15:55, 17:05, 18:08, 19:07, 20:20 and 22:10. This is almost a clock face pattern based on departures around the hour, but not quite, so the user still has to consult a timetable every time, unless you have a memory far better than mine, or you travel on the same train every day.

There are many other shortcomings too : 1. 07:10 – too late for many long distance travellers, too early for day trippers.

2. 09:01 – now how on earth is anyone supposed to get to Barnstaple station at that time, unless you can walk or cycle? Drive to Umberleigh is the best option, unless you live the other side of Barnstaple., in which case forget it or go to Tiverton Parkway.

3. 10:01 – too late for most day trips 4. 15:55 – too early for students, workers and most shoppers .

5. 17:05 – still to early for many workers, but too late for many students and shoppers.

6. 18:08 – too late for most of any of the above, but too early for an evening trip to Exeter (theres still no suitable return train for that purpose, so we can discount that one, for now) 7. The remaining evening up trains rarely carry more than a carload.

Now just suppose we had a timetable like this : 1.

2.

3.

4.

5.

6.

7.

8.

06:30 – for early birds and long distance travellers 07:30 – beat the jams, take a day trip, fine for 9 at Exeter city locations 08:30 – a better time than 9.01 to get to the station 09:30 – after the main morning jams, still early enough for many day trips an hourly pattern throughout the day (even 2 hourly wouldn't be bad) 16:30 – would be ok for shoppers and students 17:30 – far better for office workers 18:30 – a useful time for late workers and for an evening out in Exeter, if only we had a return train.

Speaking of return evening trains, a late departure from Exeter is barely feasible unless the train is stabled at Barnstaple. But if we did get overnight stabling established, then the last two down could stay there, not just the one. So the notional 06:30 and 07:30 would not entail running 2 empty trains from Exeter. A first down arriving at Barnstaple, at 08:22 say, would be both useful and adequate. Stabling at Barnstaple would not only save on light running, it would reduce the strain on shifts at Crediton signal box, which currently must open for an early empty train, and wait till the last empty from Barnstaple has passed through.

This is hardly rocket science. It would seem common sense that on a branch line where most of the usage is generated at its terminus, the timetable is geared to the needs of that terminus and seeks to grow its market there. But I expect someone will soon tell me the line is not primarily for North Devon residents, but exists mainly to bring tourists and summer visitors in, so departure times from Barnstaple are not so important, as long as the visitors can get home at some time. Well, if that is the case, then can we do

some leaflets to hand out to the thousands of visiting motorists stuck in Barnstaple gridlock jams at holiday periods? If only a few of them used the train instead we would double traffic on the line at a stroke. And one might even be able to arrive on time to catch the 12:01 without having to allow an extra half an hour in case the traffic is bad.

Patrick Adams

Music Trains for 2006 During the summer months a series of Music Trains will take place on the Exeter to Barnstaple line (The Tarka Line). For further details contact Devon & Cornwall Rail Partnership on 01752 233094.

Friday 28 April 2006 · Friday 12 May 2006 · Friday 26 May 2006 · Friday 9 June 2006 · Friday 30 June 2006 · Friday 14 July 2006 · Friday 28 July 2006 · Friday 11 August 2006 · Friday 25 August 2006 · Friday 8 September 2006 · Friday 29 September 2006 ·

Jeremy Huggett's Band of Gold · Steve Tucker All Stars · DixieGrass · Steve Tucker All Stars · DixieGrass · Steve Tucker All Stars · DixieGrass · Jarca · Jeremy Huggett's Band of Gold · Jarca · Jeremy Huggett's Band of Gold ·

Exeter-Barnstaple Barnstaple-Eggesford Exeter-Barnstaple Barnstaple-Eggesford Exeter-Barnstaple Barnstaple-Eggesford Exeter-Barnstaple Barnstaple-Eggesford Exeter-Barnstaple Barnstaple-Eggesford Exeter-Barnstaple

On the Exeter to Barnstaple trains there will be a bar on board the train with a real ale and times have have yet to be decided but will be the last train from Exeter. The band will play on the train.

On the Barnstaple to Exeter trains (leaving about 6pm from Barnstaple), the band will play on the train and get off at Eggesford and go to the Fox & Hounds hotel and play there. Food can be ordered at the hotel before catching the last train to Barnstaple.

There will be no extra charge, just the normal train fare.

Paul Rendell Music Events organizer

About the bands The repertoire of Exeter-based Jeremy Huggett's Band of Gold ranges from Swing to Mainstream Jazz including well known standards.

North Devon-based Steve Tuckers All Stars play a mix of traditional jazz and blues.

Dixie Grass play in a country/bluegrass style.

Jarca are a lively folk band.

Ed

Signalling Centre Visit At the end of January, members of the committee were allowed the privilege of a visit to the Exeter Signalling Centre located opposite the western end of the platforms at St Davids station. The visit had been arranged by Daryl Milford from Network Rail for us to gain an appreciation of the complexity of controlling an area of over 200 route miles, stretching from

Totnes in the west to Taunton in the east.

We all met on Platform 1 at the allotted time, and proceeded to the western end of platform 5 where supplied high visibility jackets were donned for the walk across the lines which lead to the maintenance depot. Entering the building we were impressed with the display of photographs adorning the stairwell as we climbed to the top floor, and particularly with the replica of one of the original semaphore signal gantries – with working arms!

On entering the main control room it was reminiscent of an air traffic control centre, although probably a little quieter, and we were warmly welcomed by the staff on duty even though we were potentially disturbing their work. Our host took great care to explain what the displays indicated, what the various controls were, and what was going on at certain times. One wall of the large room was entirely taken up with the route diagram for the area covered, together with the associated operating positions containing all of the controls, and above these positions were several CCTV monitors which sprung into life at relevant times to monitor specific level crossings. Another piece of equipment noted was the axle counter readout which is the termination of the lineside boxes that check the axles of passing trains for any problems (axle counters are installed as a means of proving that an entire train has left a track section by showing as many axles have come out of the section as entered it). As well as the control of train movements the Centre is also responsible for the information displays on the platforms indicating the specific platform allocations for services, so if you have a last minute platform change you know there is a good reason for it.

The centre is a far cry from the original box at Exeter West which was located just opposite and controlled a much smaller area. Despite no longer being in existence on the Exeter site the box was dismantled and rebuilt and can now be seen at "The Railway Age" in Crewe and the story of its resurrection can be found at http://www.studio433.co.uk/exeterwest/index.html .

Picture courtesy of the Exeter West Group Our thanks go to all of the staff at the signalling centre for allowing us to interrupt their working day, and for answering all the questions that were put to them.

Andy Hedges

Engineering Work on the line Photo: Mike Day As indicated in the Chairman's report, the two week blockade allowed the existing track on certain parts of the line to be replaced by continuous welded rail, hence the presence of a class 66 on a ballast train at Eggesford.

Rail Rover Diary (Part 1) Back in July thoughts of a week's leave and what to do with it were coming to the surface and sponsorship of the local ITV daily weather forecast by Wessex Trains, Rover and Ranger tickets made me investigate further. Despite this advertising being in existence for some months, a publicity leaflet was only published when most people were already on holiday or had made their plans.

My previous rail rover having been at least 5 years ago I saw that the rover tickets consisted of a Devon and Cornwall, Severn and Solent and a Freedom of the South West. All tickets were available as 3 in 7 days or 8 in 15 days options.

The Freedom of the South West took my fancy at ÂŁ70 for 3 days and it did not have a time restriction as with the two smaller ones where travel was only allowed after 09:00. With an eye for a bargain I saw that for ÂŁ25 more I could have 5 more days, if I could stick the pace. So with a bit of thought I decided to take a week's leave and have a few rest days interspersed and also take the Friday of the following week off work.

Below I describe each of my journeys to show what can be done with a Rover ticket, starting on the Barnstaple line. I also include further details for the rail enthusiasts amongst us.

Having purchased my Ticket from the Barnstaple ticket office, a sharp eyed colleague noticed that the ticket and Debit card voucher both Spelt Barnstaple with a b as in the American town of Barnstable. Technically, did I have a valid ticket or could I even get to the U.S.A?

Saturday 10 September I caught the 06:52 from Umberleigh to Exeter St David's consisting of the normal class 150 two-coach unit. After just under an hour's wait I boarded the 08:42 from Exeter St David's to Castle Cary where there was a 25 minute wait for the class 150 from Bristol which arrived full and standing, much to the dismay of the intending 15 or so passengers. At Yeovil Pen Mill another 30 or 40 boarded, making the train reminiscent of the underground in rush hour, for the rest of the journey to Weymouth. Wessex Trains having discontinued the summer, strengthened service of top and tailed class 31's and hauled coaches the previous Saturday. Lets hope none of the passengers have been put off from future rail travel! On the approach to Weymouth the train came to a stand to allow departure of the 11:00 Waterloo service. Now I know why the Traveline South West website recommends changing at Upwey, thus saving an hours wait. Weymouth was found wet and miserable, but I had time to see the sea, just, through the mist. Back at the station I boarded the 12:00 Weymouth to Waterloo service formed of a Wessex electric unit, my first ride in this type, despite them having been around for a good many years. I detrained at Southampton along with the many "Saints" supporters who had been steadily increasing in numbers from Bournemouth onwards. From Southampton I caught the 14:10 Alphaline class 158 to Westbury where I made a connection to the 15:27 from Westbury to Exeter St David's and after a 10 minute wait I was lucky to get a Central Trains liveried class 158 on the 16:49 from St David's back to Umberleigh. My first day was a sort of whistle stop tour covering a distance of 353 miles.

Monday 12 September The 07:18 from Umberleigh saw 8 passengers join there, including myself. On the journey to Exeter three cycles were noted joining

the train. After a short wait I travelled on the 08:23 Virgin Voyager from Exeter St David's arriving at Bristol Parkway at 09:36. At Bristol Parkway there was a slight delay with my 10:01 High Speed Train service to Swindon, my destination.

I had wanted to visit the "Steam" museum for a while now and having the railrover made it a must. I can recommend a visit to Steam.

It was very quiet on the day I was there but this made it easier to take in every thing and by the time I came out, 3 hours had passed. I decided to get the first train heading for Bristol, which was the 15:31 from Swindon to Bristol Temple Meads via Bath Spa. After a half an hour wait I boarded the 16:44 Virgin Voyager from Bristol Temple Meads to Exeter St David's arriving at 17:43 for the onward 17.54 St David's to Umberleigh. Total mileage for the day was 298.

Tuesday 13 September Once again I caught the 07:18 from Umberleigh to St David's, only one other person boarded with me that morning. As pointed out at the October NDRUG AGM, passengers heading west into deepest Cornwall do not have a great choice of services, In my case nearly an hour's wait before boarding the 09:15 Alphlaline service from St David's through to Penzance, arriving at 12:28. The scenery and views along the way making up for the short stay at Penzance.

Back at the station for the 14:06 departure for Paddington, which on this service, ran non stop between Plymouth and Exeter St David's and then the next stop being Reading before Paddington. On arrival at St David's there was once again a hour's wait before my 17:54 train back to Umberleigh. A round trip of 327 miles.

Rob Dark Sorry, the rest of this traveller's tale has had to be held over until the next issue: serials are something new for this publication! Ed

A TGV Network for the UK? All over western Europe, a whole new network of high-speed links is being built. Passenger trains travel on dedicated lines at 300kph (180mph). Journey times between major population centres are being slashed and short haul air flights are being challenged, and in some cases, eg Paris – Brussels, completely replaced.

Both the environment and economy benefit from these services. High-speed trains produce one tenth of the greenhouse gas emissions per passenger as do short haul air flights, and a third of those by private car. Regions and conurbations once in decline are being revitalised by the new links.

So what are the prospects, or the demand, for such projects in the UK? The distances between conurbations are less in the UK than in Europe, we have less land, higher property prices, and have invested much in upgrading existing lines – these are the common arguments against the idea. But, faced with growing demand for rail capacity, some main lines will soon be full. Freight will be turned away, fares raised to choke off demand and service enhancements denied. This is indeed already happening on some parts of the network.

A few years ago, the Government commissioned a report into this situation. The Atkins report has been on the shelf since 2003. It looked at all the options, from do nothing on the railways - but build more roads and airports, build new track alongside overcrowded lines, build a completely new high tech maglev system, or a TGV style network.

The TGV option (High Speed Line – HSL) delivers the highest economic and environmental benefits. The beauty of it is, that it can be built in stages and integrate with the existing network with minimal disruption. The current modal split of travel between central Scotland and London shows air travel dominating with 80% of the market. Reduce the rail journey time from 4 or 5 hours to 3 hours or less, and the situation would invert, particularly with rising oil prices and overcrowding at airports.

The existing line from Euston to the north west will be completely full within the next few years, and the route to Leeds and Newcastle will soon follow suit, with the midland main line not far behind. The Atkins report recommends a new line from London to Stafford, with a branch from near Coventry going due north to serve Sheffield, Leeds, Newcastle, and then through the Northumbria National Park on to Edinburgh and Glasgow. Eventually the Stafford line could be extended to Manchester and across the Pennines to link up with the other branch. Not only would the proposed network transform travel between London and the north, it would offer some

good cross country options too.

But the cost? The environmental objections? Large parts of the lines would be in tunnels and cuttings to avoid the latter, but increase the former. The whole network would cost £30b including new trains and station enhancements. That's actually less than the UK spends in defence in one average year, and the cost would be spread over 10 years or more.

The most expensive part would be building a new line into London and a new terminal to accommodate the high-speed trains, which would be Eurostar length. But, by the luck of Beeching, there happens to be a disused Victorian high-speed line into London from Ruislip to Paddington – the former GWR Birmingham Snow Hill line. Also, when Crossrail is completed, much of Paddington Station will be vacant, as Heathrow and Thames services will be underground. Even luckier, near to Paddington is a Eurostar depot, soon to be vacated when Eurostar moves to St Pancras. And if that wasn't enough luck, there is yet another Beeching relic from the Chilterns to Rugby, built as a high speed line, which is currently under consideration as a piggy back freight route, but would probably serve as an HSL route just as well.

But surely, the Treasury would never sanction such a project? Actually, the Treasury is concerned at the overheating economy in the South East. It is vital to move some economic activity to other parts of the UK, or the whole region will choke while the north languishes. HSL would be a lifeline and produce many benefits. Capacity freed on the existing routes would be taken up by freight and new passenger service opportunities. Pressure on roads and airports would be relieved. On dedicated high speed lines, trains are also the safest and most reliable form of transport, as well as being the most environmentally sustainable.

Why should this be of concern to us in North Devon? Well, for a start, it indicates where the big money is going to be spent on rail infrastructure – not in the South West! But, imagine going to Paddington, and being able to change for the HSL. Newcastle from there is 2 hours, Leeds 1 hour 20 mins, Edinburgh 2 hours 30 mins. The HSL network would also have services from Birmingham northwards.

The current perception of rail travel is that it's slow, expensive and unreliable. The plane is the preferred mode for journeys of 200 miles or more, and the car is often quicker and cheaper for any journey. HSL would transform this. What are we waiting for?

Patrick Adams

Perception or Paranoia?

As one grows older it becomes easier to fall asleep (except at night), but with sleep comes dreams and nightmares. As the midday sun shines through the conservatory windows and the temperature rises I am reading an article on railways, drowsiness descends...

The government of the day introduces a Railways Bill, several clauses deal with closures of any part of the railway system. The only criterion by which closure will be measured will be cost. Some meddlesome old fools wearing coronets and dressed in ermine insist that there should be consultation with Passenger Transport Executives, Local Authorities, and even Rail User Groups before any closure plans are implemented. Fortunately consultation is not difficult if a powerful pair of earmuffs is worn.

The Department of Transport advertises for a closures officer at a salary of between £31,000 and £38,000 a year. I apply, and to my astonishment I am appointed. At first I hope that I will be able to stand in my spacious office looking out of the window at 10.30 in the morning wondering if it is too early to go to lunch, but I am in for a rude awakening. One of my bosses hands me a piece of paper, it sets out a list of 80 stations which have less than 1000 passengers (we call them footfalls in the trade) a year.

These, it is suggested, must be ripe for closure. Familiar names catch my eye; Quintrel Downs, Bugle, St Columb Road, Chapelton, Portsmouth Arms, Roche, Coombe, names familiar from holidays taken long ago. Questions surface; where are Spooner Row and Dunston that they only attract 137 & 103 visitors a year, and what on earth is Barry Links with its 8 passengers a year, do they all come on the same day for a reunion at the old station, and if someone dies do they advertise for a replacement?

Any job is only as good as its perks and I decide to visit the line from Liskeard to Looe. Coombe, St Keyne, Causeland, and Sandplace can only muster 4557 passenger journeys between them, could they not find some other method of travel? A pleasant journey is enlivened by the surprise appearance of Andrew Griffiths the business manager of Wessex Trains who provides us all with a Cornish cream tea (only slightly inferior to a Devon cream tea). Before I can eat mine I am suddenly in Exeter (train travel has certainly speeded up), I remember that my bosses had told me to inspect the line to Barnstaple which, for a quite incomprehensible

reason, is named after some obscure mammal.

This is a line which is losing money, is it ripe for closure? Very probably, but unfortunately it has 250,000 passengers a year and although they form only a tiny part of the population they will complain vociferously; (if only we did not have any passengers; passengers cause all the problems, and without them, running railways really would be fun). Suddenly I have an inspiration (and that does not happen very often), "The Bicester Solution". Because of poor patronage the Oxford to Bicester service has been reduced to morning and evening commuter trains only. Marvellous, three trains from Barnstaple in the morning and three to Barnstaple in the evening. Think of the savings, fewer train crews, drivers these days earn close to £30,000 (and are worth every penny), fewer staff in Barnstaple working fewer hours as would the signaller at Crediton, less rolling stock, less maintenance, perhaps the line need only be closed for 5 days a year instead of 20. The list (and the savings) is endless.

Suddenly it is seven years later, something has gone wrong, the costs are down, but so are the passengers, and the losses are as great as ever. Another inspiration (two in seven years, that is pretty good), why not close the line altogether? A coach service to Tiverton Parkway via South Molton must be the answer. The coach may be stuck in traffic and the train missed, but there are plenty more. The line could be sold to Devon County Council and Sustrans and turned into a pedestrian and cycle path. After all the Camel Trail from Padstow to Bodmin carries 350,000 travellers a year, far more than the railway ever did. Also the Tarka Trail is so well used by cyclists that it is unpleasant even to walk between Bideford and Instow in August. The path could link up with the Two Moors Way (Plymouth to Ivybridge) at Lapford.

What a wonderful solution, must be worth an MBE at least...

The telephone rings - a charming young lady tells me that I need double glazing...perception or paranoia?

Hugh Butterworth I have to make it clear that Hugh's dreams/nightmares are entirely his own, and in no way reflect the collective consciousness of the committee. - Ed

Local Lines in Print Whilst visiting a preserved railway recently, and as seems to be the case on most railways, there is always a hidden corner where there are piles of old donated railway magazines for sale at 10p each. It struck me that if only I knew which magazines may be of interest, without having to spend several days thumbing through every magazine. How useful a list of the magazines which contain articles of North Devon or "Withered Arm" interest would be.

So to set the ball rolling and to help anyone else who would like to obtain copies of those articles, I propose to build up a list of the magazines which contain those articles of interest.

Over the years I have collected some articles but if you know of any more perhaps in your own collection, please let me know.

Back Track Nov 2001 - The Devon & Somerset Railway, 9 pages Devon Life Apr 1965 - End of the line, 1½ pages Sep 1965 - Relics and railways – 2 pages Oct 1965 - North Devon lines, ½ page Jun 1966 - The life and death of Seaton branch, 1½ pages Mar/Apr 1968 - Railway by the two rivers, 5 pages Feb 1970 - Death of a village 2 pages Heritage Railway Nov 2001 - Bideford's history beneath the breakers, 5 pages Dec 2002 - The Withered Arm: the diesel years, 4½ pages Dec 2002 - Watercolours from Woody Bay, 4 pages

Modern Railways Aug 1976 - The Exeter-Barnstaple line: A case for improvement or closure, 4 pages Rail No. 472 October 15-28 2003 - The Ilfracombe Branch in 1968 Railway Forum, Journal of British Rail Staff Railway Society Winter 1994/95 - The Bideford and Instow Railway Group, 3 pages The Railway Magazine Dec 1966 - West country withdrawals, 3 pictures Oct 1970 - Farewell Ilfracombe, 5 pictures Oct 1970 - Milk and clay through Torrington, 3 pictures Jul 1974 - Devon Rambler, 3 pictures Feb 1976 - Torrington Come-Back, 3 pages May 1976 - Ilfracombe line scheme, letter Feb 1978 - Barnstaple Remnant, 4 pages Mar 1981 - Narrow Gauge to Lynton 4 pages Apr 1981 - South-western wanderings, 5 pages Dec 1985 - Freight at Exeter, Nov 1987 - Barnstaple conversion, 3 pictures + text Railway World Dec 1965 - Exeter Flyer at Torrington, picture Jul 1974 - From Barnstaple to Ilfracombe, 4 pages Oct 1977 - The "A.C.E." Remembered, 4 pages Jan 1983 - The "Atlantic Coast Express" – Farewell to Torrington, 1 page Steam Railway Mar 1994 - Preservation without trains! 1 page Sep 1997 - Shots in the (Withered) Arm, 4 pages Steam Days Dec 1991 - West Country 1960 part 1, 6 pages Jan 1992 - West Country 1960 part 2, 8 pages Jun 1993 - Recycled Memories: The West Country 1951, 10 pages Steam World Jun 1994 - Walk the line, The Tarka Trail, 3 pages Traction Dec 2003 - Tarka Type 4's, 6 pages Rob Dark

Wessex Winter Wonder This was the tag line for the weekend promotion on the Devon and Cornwall branches line during January and February. The respective Line Rangers on the Cornish branches were reduced to £1 (normally between £2.80 and £4), and that on the Tarka line to £3 (normally £10.70). This allowed travel as much as required on the day purchased.

After what seemed like a slow start, the advertising eventually kicked in, and word started to get around that there was a bargain to be had. By the middle of January the popular trains (09:01, 10:01, 12:01 on Saturdays and 11:06 on Sunday) had

loadings of between 120 and 200 leaving Barnstaple.

These figures continued to increase, with some trains leaving with over 200 passengers on board. As more figures were recorded an unexpected phenomenon became apparent; whereas the flow was expected to be predominantly in the Exeter direction, increasing numbers were arriving on the morning trains from the Exeter direction particularly on the most popular 11:58 into Barnstaple (10:46 from Exeter Central) which peaked at 180 passengers on board.

Naturally the virtually simultaneous arrival and departure of between 300 and 400 passengers is something unusual at Barnstaple, particularly in relation to the staffing level on a Saturday morning, so it was pleasing to note that whilst the normal staff admirably coped with the ticketing and queries, an extra member of staff was brought in from South Devon to manage the platform area and ensure orderly unloading and loading which was carried out most effectively.

The ability to strengthen the rolling stock to cope was a little more problematical, and got off to a slow start. The initial weekends saw services leaving full and standing, but eventually additional coaches were added to specific services (mostly an additional 153 to augment the usual 150, but in one case 3 153's together!). In addition, due to the demand, Wessex also introduced a quota of 100 cheap tickets only on the most heavily loaded services out of Barnstaple on the Saturday (the services already referred to earlier) thus leaving capacity for passengers joining at intermediate stations.

Now that the promotion has finished, loadings for the services in question are back to normal with between 40 and 50 passengers on each train, but is does show the potential demand if there was a more attractive fare structure. With hindsight the level of ÂŁ3 may have been a little on the low side, thus generating excessive demand, perhaps ÂŁ5 (approximately a 50%) reduction from normal) may have been more realistic.

There has been anecdotal evidence of a increase in trade being experienced in the shops in Barnstaple for the Saturdays of the promotion, potentially due to the increase in passenger numbers arriving by train, and this is being followed up to try and obtain confirmation.

Hopefully this will not be a 'one off' occurrence, and that the new franchise holder will take note of the obvious potential and repeat this exercise, as well as looking at fares in general on the line in an effort to increase overall passenger numbers.

Andy Hedges

Readers Write Two comments on the last magazine. Page 14 refers to the jazz train. We inquired of train staff a couple of days before the last one ran. They had no knowledge at all of the event. Staff at Barnstaple were better informed but even they did not know whether the group went through to Exeter or even whether it was a single return event.

Secondly I note the comment "and even Dorset" on page 13 by Alan under "does North Devon exist". I like to think that the connection from Dorset (i.e the L.S.W.R. mainline service) is the result of many complaints from myself and others that for several years the first train to Okehampton was timed to depart from St David's about two minutes before the arrival of the train from Yeovil Junction etc.

We now have a sensible connection which we use. It seems a great pity that the Tarka line is not included in the Dartmoor Rover tickets.

Dr Terry Gough

I write in response to the article "Barnstaple Station - an opportunity?" by Hugh Butterworth in the most recent edition of the NDRUG magazine. I share your optimism that we can look forward to improved bus connections at Barnstaple station in the not too distant future. I wonder whether you have experienced the bus link between Chester railway station and the city centre? This is free to holders of rail tickets and is extremely well used. It occurs to me that a similar scheme is desirable at Barnstaple, particularly during the holiday season when I imagine that a significant number of visitors make day trips to Barnstaple.

The Chester scheme uses dedicated buses but that would not be necessary with the smaller number of trains arriving at Barnstaple. I do not know the precise financial arrangements for the Chester scheme, although I believe that Cheshire County Council Transport Coordination took the initiative. For Barnstaple, perhaps the Devon and Cornwall Rail Partnership might investigate the possibilities. If you agree would you let Richard Burningham see this letter? I feel that whoever holds the franchise for the rail service and First Buses both have interest in strengthening links between buses and trains in Barnstaple.

May I also take the opportunity to comment on the articles by Patrick Adams and John Gulliver, so that my response may be passed on to the NDRUG committee? I understand why John Phillips takes the view that the group should not propose station closures - in effect it favours some users of the line to the detriment of the interests of others. However I think that Patrick Adams and John Gulliver present strong arguments for the opposite case.

The long-term retention of the Barnstaple line is only justified if it is used by large numbers of passengers - otherwise public transport provision is best made with buses alone. Hourly, "clock face" rail services are thus a hugely important objective for NDRUG. Also our chairman's argument is valid only if there are genuine users dependent on the rail service from the little used stations. In my view that does not include anyone with access to a car or bus service. Keep up the good work!

David Cannon

In the autumn 2005 issue you asked for members to write to say what line they think in NDRUG should take over the position of scarcely used stations. In my view and that of, surely, anyone with a smidgin of an eye for money, it is painfully obvious that there are stations whose existence cannot possibly be justified. This was amply demonstrated by the informative table of passenger numbers you published a little while ago. It seems to me that the only ones worth while are Barnstaple, Umberleigh (request), Eggesford (only because trains need to cross there), Lapford or Morchard Road (request), Copplestone (request) (where many new houses are springing up, so worth the trial), Yeoford (request) (which has no other means of public transport), and Crediton.

If Wessex or whoever inherits the line will bite the bullet then, as Patrick Adams has so lucidly expounded, (a) the speedier service will encourage more passengers from Barnstaple and to an extent other railheads, and (b) the cost of maintaining the abandoned stations will be abolished. If (when!) it comes to pass then the overcrowded 153's will need to be replaced. I know this has all been said before, but it needs to be emphasised over and over again before it is believed to be the only way forward.

Peter Flick

On Thursday 19th January 2006 I, together with my wife Jean and George Palin were working at Crediton station. A Barnstaple-bound train drew into the platform and stopped adjacent to me. The driver leaned out of the window and expressed thanks for all the work done by volunteers at the stations on the line. He said that the train staff much appreciated the work put in. Passengers have expressed their appreciation but it is heartening to know that train crews also feel this way.

Michael Hodge

Here is a little something for your readers write page. As regards the letter from the Reverend Peter Long travelling by steam train to Ilfracombe etc, I used to travel down to 'Combe by steam (on the ACE) usually for free, (it helps coming from a railway family) also to visit family in Saunton and in Braunton, which I did two weeks ago. Boy! has North Devon changed since the last time I was down there!!

PS:- I was a railway man for over 24 years, it was just like doing time-only kidding!

Mr D Jones

A Date for your Diary Following on from last year's success, Saturday May 20th has been designated Community Rail Day, where events will take place on all Community Rail lines, both those already designated and those to be designated. Planning is still taking place for events linked to the Tarka line, but we can already advise that so far there will be half price travel on the line, half price cycle hire at Barnstaple Station, and reduced price food and drink from the refreshment facilities at Barnstaple. Once details have been finalised details of events will be publicised.

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

New Members We welcome: Peter Ellis, Lapford Patrick O'Connor, Portsmouth Arms Marian Hurley and Chris Broadhead, West Yelland Tiki Hurley, Lancaster Mr Andrew McKay and Miss J Stubberfield, Tunbridge Wells Mr R Stephenson, Crediton