TRA magazine issue 35

Representing users of the Barnstaple to Exeter rail line

TARKA RAIL ASSOCIATION MAGAZINE Issue 35

Spring 2011

www.tarkarail.org

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Price 90p (free to members)

Contents Topic

Author(s) Page

Editorial Chairman’s ‘Cheery Tarka’ Words Tarka Line—The Minor Stations Later Leaving London (and elsewhere) Rolling Stock Provision Sonic Journeys Latest Tarka Line Figures Platform 2 Working Party Finishing Touches at Crediton A day in Control St David’s and Paperbacks A Little Help Fron Our Friends Readers Write Membership Matters

Andy Hedges John Burch Patrick O’Connor Andy Hedges Peter Craske John Burch Michael Hodge John Burch David Holdcroft

Opinions expressed in this publication are not necessarily those of the editors nor of the Tarka Rail Association Design: Tarka Rail Association

Send articles, information, and letters for the next edition to: Andy Hedges 20 Barton Meadow Road, High Bickington, Umberleigh, EX37 9AN or e-mail to andyhedges@gmail.com

Front Cover: Rural scene near Umberleigh

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1 2 4 6 7 9 10 11 15 16 14 23 24 28

Editorial So another winter is drawing to a close, and once again we have had some poor weather, when, in contrast to the road network, rail services continued as normal. From the media not a sound, not a column inch to say well done to the crews who battled in to work in order to keep the services running; but although we are aware of the effort that was put in, the travelling public are not. Lack of understanding too, of the current situation leads to continual complaints about the service, the trains, the overcrowding, too many stops, not enough stops etc. Unfortunately this is only going to get worse as the holiday season approaches, and alternative means of transport are being squeezed by rising fuel costs and the reduction in rural bus services consequent upon cost reduction by local authorities.

So are we, as an organisation, doing all we can to try and address these problems? Although the strapline for the Association is “representing the users of the Barnstaple to Exeter rail line” I am not sure that we are really representative of the lines’ users, with only 200+ members, both local and around the country. We do though have all the necessary contacts within the organisations that matter, and our voice is heard on many topics within several forums, but achieving any long term goals is extremely difficult when other people and organisations are pulling the strings. We can only hope to influence the decision makers within those organisations, some of whom are more accessible than others. We would also hope to encourage more of the travelling public to join TRA and therefore find out the background to the current problems that are being faced.

The current FGW franchise runs out in 2013, (or 2016 if the three year extension is taken), and all indications are that the DfT will be issuing longer franchises this time i.e “ Bidders will therefore be invited to compete for franchises of between 15 and 22.5 years. The exact length of franchises will be determined on a case by case basis by the investment sought.” (DfT report on reforming rail franchising Jan 2011). This is likely to be good news as operating companies will be more likely to invest in projects that will show a financial return over the period. We should therefore be establishing some long term goals for the line that can be placed before a new franchisee, to address overcrowding, upgrading of rolling stock , infrastructure development, and the effects of increasing population growth, and of rising oil prices. There are probably many more factors to consider, but space precludes listing them all here; lets just be ready when the time comes!

Andy Hedges

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Chairman’s “Cheery Tarka” Words Well I could easily have put my head in my hands since the last issue of the magazine, and spoken to you here of doom and gloom. The reductions in spending in just about every corner of society have been hitting us all, but in my role as Chairman my interest is of course in the various budget reviews in so far as they concern the public transport industry.

Looking at the decisions being made by local authorities throughout the West Country, as well as by organisations nationally, we could so easily fall into the trap of believing that the Tarka Line has reached its development zenith and that it will all be downhill from here. Nothing could be further from the truth.

We exceeded our own target for the line last year by nearly 47,000 people. We now have the new Friday night train to follow the additional Sunday train which has opened up new opportunities. It now needs to be marketed hard. The new Devon & Cornwall Rail Partnership Barnstaple leaflets are a start in this direction, but we have plans to improve on the information available on our TRA station notice boards and various other forums. The old adage “use it or lose it” comes to mind so we need to make sure that this doesn’t happen to this valuable new facility.

The first of the refurbished class 150/1’s have also now made appearances on the line and the comment has been very favourable. The departure of the last class 142 is still a way off, but the benefits of the FGW30 scheme are starting to reach us which is surely to be commended. You will read elsewhere in this issue about my meeting with Steve Lawrence and will see that your concerns about the train capacity on the line are not being ignored.

The Devon Scrutiny Task Group has put together an excellent Railway report which sets the stage for good discussion in the future about the Devon rail network including the Tarka Line and the TRA are very much involved in this work on your behalf.

With my bus hat on, it would have been very easy to become despondent with subsidy for Devon’s supported bus services having been severely cut. Ironically it looks as if we have gained one of the main facilities that we have been seeking.

Stagecoach are due to extend their 21A Appledore - Barnstaple service on a commercial basis northwards to Ilfracombe from April 11th. This will give a new half hourly Monday to Saturday direct link to Barnstaple station for the residents of Chivenor, Wrafton, Braunton, Knowle and Ilfracombe. This will provide a connection with 9 of the train arrivals and departures at Barnstaple. We are delighted to also retain the First’s bus service 3 connection onto the first train. That leaves just 4 trains without such a connection – but it’s a start, so if customers make the effort to use the new connection then it will provide encouragement to the bus operators to expand.

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The TRA is your community rail association, and we do all we can to represent your views. I am mindful that it is not the only forum where issues get discussed about the line. I try and stay in tune with other sources of comment and I have contributed to radio and TV stories concerning the line in the last few months. The local media will often raise issues, and social networking web sites are a growing area where discussion takes place. But such discussion is only of value where the facts are all available and where a balanced view is taken of the issues on the table.

One of the most frequently discussed issues is the question of whether the Tarka Line should abandon its intermediate local station traffic and become purely a service for the main railhead at Barnstaple with perhaps a couple of intermediate stops – or whether it should forsake the pressures for a faster service by this segment of its market and stand it’s ground to serve the local communities on the line.

Quite often I see comments made that are not backed up by fact, and one of these involves time savings on the line. One thing I have been able to do since joining the TRA is to tap in to all manner of expertise about the line and its operation and I am able to get answers to specific questions. Some of the answers we get are not the ones you might expect! Increased line speeds don’t have to result in less stops.

We cannot be all things to all men (or women), so it is a very difficult issue to resolve. The difference now is that we do have the opportunity to set the scene for some significant improvements – albeit that some may be well into the future. New technology may well make it possible to increase the capacity of the line, but in the meantime reinstating some old infrastructure might allow some significant enhancements too.

Users of the line at Barnstaple will have seen the old island platform re-emerging from the undergrowth. This is the start of our contribution towards persuading the powers that be, that a second operational platform at Barnstaple would be a massive boost for the line and could allow all manner of possibilities.

It is my view as Chairman, that the TRA needs to have a clear policy where such important matters exist and it is appropriate that these policies are updated. We have therefore decided to have a brainstorming session in May to consider all these issues with a view to clarifying our position on all the angles portrayed by users of the line. It is very important that you have your say by writing to us or emailing your views as quickly as possible to ensure that they are all considered. If you know anyone who is not a TRA member, but uses (or would use) the line then we’d like to know their views too. I promise I will listen to any sensible and well reasoned comments and views about the line. We still have much about which to be cheery.

John Burch (johnaburch@btinternet.com) 5

Tarka Line - The Minor Stations Introduction This note questions the railway service to the minor stations on the Tarka Line and recommends timetable changes at the next available opportunity.

The ‘minor stations’ in this context are those stations deemed to have a particularly poor daily service, namely Chapleton, Portsmouth Arms, Newton St Cyrs, and to a lesser extent, Lapford and Kings Nympton. Morchard Road Yeoford and Copplestone are also minor stations but now enjoy a comprehensive request service.

Historically, the density of stations on the Tarka Line, at 3 to four mile intervals, was to meet the needs of transporting local agricultural produce to wider and more distant markets but this business is now entirely met through road transport. Local passenger movements in rural Devon have always been relatively low but the line was boosted in the steam era by frequent through trains from London and elsewhere for the seasonal tourist trade, mainly en route to the North Devon resorts and coast. This business too has largely ceased leaving the minor stations under used. The Tarka Line currently serves the needs of two main distinct groups, those using it for employment purposes, mainly commuting between Barnstaple and Exeter and beyond and the rural community, using the line for employment, leisure and other uses. This note is concerned with the latter group using the intermediate stations on the line.

Discussion Most Tarka Line business is generated by commuters between Barnstaple and Exeter and vice versa. It is accepted that for business and employment reasons, this group should take precedence in timetabling at least during the morning and evening rush hours. The first train of the day from Exeter makes few stops but the return journey from Barnstaple to Exeter potentially stops at all stations ; there are one or two balancing return services in the evening. I am sure that these services are appreciated by all local users needing to make an early morning start or travelling home in the evening and should be retained if possible. My concern is for rural users of the line during the ’off peak’ period.

At present, there are 14 services each week-day between Barnstaple and Exeter and on to Exmouth and the same number back to Barnstaple (with an additional late night service to Barnstaple on Friday). But only 2 or 3

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trains stop on request at Chapleton, Portsmouth Arms and Newton St Cyrs with an 11 hour gap between the early morning and evening trains. I believe this represents a poor service to the rural community and is a lost opportunity for First Great Western to generate revenue from under used stations.

Lapford and Kings Nympton have a somewhat better service of 4 or 5 stopping trains but Morchard Road, Yeoford and Copplestone are favoured with all 14 trains in each direction stopping on request. Perhaps only at Copplestone, owing to its new housing estates, can this level of service be justified in relation to the other stations.

In recent years, the Tarka Line Rail Association has promoted the idea of ‘core’ stations along the line with users from outlying areas driving and parking at these rail head stations to catch the train. These are understood to include Umberleigh, Eggesford, Crediton and possibly Copplestone. This is to facilitate an hourly service in each direction for most of the day with the number of intermediate stops reduced to a minimum. But it is not always possible to park at all of the ’core’ stations and it does not maximize the line’s infrastructure in terms of best use of the minor stations. During the day, a stopping service is perceived to be more useful to local users than a fast service stopping only at ‘core’ stations.

To reflect the needs of all rail users, I would suggest the following timetable adjustment as a compromise during ’off-peak’ hours. Sequentially throughout the day, each minor station should be given an extra morning and afternoon train, on request. For example the 0943 from Barnstaple to Exeter could stop at Portsmouth Arms, the 1043 at Chapleton, the 1143 at Newton St Cyrs etc. It seems there is a maximum of 6 or 7 intermediate stops between Barnstaple and Exeter (and return) in order to maintain the hourly schedule. To achieve this and until delays at Eggesford and Crediton are eliminated, this would mean reducing slightly the number of stops at, say, Morchard Road and Yeoford but this would seem worthwhile in order to achieve a more equitable distribution of station stops at other locations.

Summary The minor Tarka Line stations are never going to be busy with passengers or money spinners for the franchise holder. But they are currently an under used asset. It is reasonable to suppose that with an ’off-peak’ morning and afternoon service, more local people will use the line for leisure, entertainment and shopping, leading to reduced car usage. For example, both Barnstaple and Crediton now have new supermarkets built adjacent to the sta-

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tions which can be accessed by the minor stations provided they are given a daytime service. Similarly, for visitors, the line runs through outstanding landscapes all reached via the minor rural stations, often with nearby pubs and leisure facilities.

The Tarka Line is often promoted as a community line but at present there is an imbalance between those stations which can receive a full 14 train a day service and the remainder that see only 2 or 3 trains a day and that at less than convenient times. An improved level of service for these stations would seem to be an achievable ‘green’ solution without compromising the hourly daytime service. There would be benefits both for the passenger and operator for whom greater use would justify the cost of maintaining these minor stations. The Tarka Rail Association is urged to discuss the possibilities with First Great Western.

Patrick O’Connor

Later Leaving London (and elsewhere) The new late night train on Fridays only, introduced just before Christmas at the last timetable change, although aimed at local people being able to spend an evening in Exeter, has more far reaching effects for the wider public.

Those living in other parts of the country and travelling to North Devon for the weekend or on holiday are now able to leave at a later time and connect into this service. Examples of departure times from main destinations able to connect with the late train are as follows: From From From From From

London Paddington London Waterloo Plymouth Bristol T.M Birmingham

19:45 19:20 21:25 21:13 19:42

Please remember though that this is a FRIDAY ONLY service .

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Rolling Stock Provision As readers are probably aware, many comments have been and are still being expressed concerning the quality and quantity of the rolling stock used for most of the time on the Tarka Line. This is mainly aimed at the poor riding qualities of the current type 142 units used for the majority of services, and the use of only 2 car units on many of the busier services.

Under the Freedom of Information Act request was made to establish the situation on the re-allocation of units after the introduction of new stock elsewhere. This is the reply : Freedom of Information Act Request – F0007261 I am writing to confirm that the Department has now completed its search for the information which you requested on 13 January 2011.

London Midland will be introducing 69 Class 172 carriages into their franchise. This deployment will replace 72 Class 150 carriages. The future of these carriages currently splits into three categories as follows: 1.

Of the 72 Class 150 carriages, 28 are now contracted to be used by Northern Trains. The arrival of the 28 carriages in Northern Trains will then lead to the followingsubsequent cascades: 8 x Class 150 carriages will enable 8 x Class 156 carriages to cascade from Northern Trains to East Midlands Trains (EMT) which will be used by EMT to internally cascade more Class 158 units onto their Norwich - Nottingham - Liverpool services.

12 x Class 150 carriages will enable 15 x Class 180 carriages currently sub-leased by Northern Trains from East Coast to be returned to East Coast.

The remaining 8 x Class 150 carriages provide additional capacity for Northern Trains.

2.

Of the 72 Class 150 carriages, 18 are contracted to be used by First Great Western (FGW). The arrival of the 18 carriages in FGW will then lead to the following subsequent cascades:

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14 x Class 150 carriages will enable 14 x Class 142 carriages currently sub-leased by FGW from Northern Trains to be returned to Northern Trains. Subject to successfully concluding a commercial agreement that is affordable and value for money, these 14 Class 142 carriages will be used to provide additional capacity for Northern Trains.

4 x Class 150 carriages will enable the current arrangement whereby FGW hires 4 x Class 150 carriages from Arriva Trains Wales (ATW) to cease.

3.

Of the 72 Class 150 carriages, 26 of them are currently yet to be contracted to be used by any Train Operating Company (TOC).

The Department is currently engaged in discussions with three TOCs (London Midland, Northern Trains and First Great Western) about the possible use of these trains.

Because their future use will be subject to successfully concluding commercial agreements that are affordable and value for money, it is not currently possible to say how many of these carriages will be used in future, or by which franchise. It is planned that any such agreements will be concluded and announced later this year.

Thus while the redeployment will improve the situation as regards the type of unit in use, and we shall be able to say goodbye to the universally disliked 142 units, the overall number of units will not change, and therefore overcrowding, already a problem on many services, will not improve.

The final disposition of the remaining 26 units mentioned in item 3 is, at the time of writing, still to be decided, and is no doubt dependent upon the financial situation within the various train operating companies.

Finally two words of caution, firstly, only one 172 unit has been delivered to London Midland, so the timescale for the redistribution may be prolonged; secondly FGW still has eight 143 units (basically the same as the 142 but with better seats), so it is possible that neither comfort or overcrowding will be improved in the short term.

Andy Hedges

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Sonic Journeys Sonic Journeys is a new collection of aural landscapes that connect the creator, listener and music with the world around us. Sonic Journeys commission’s artists to create new works in response to specific stretches of landscape that inspire them on various journeys taken by foot, train and other modes of transport in rural and urban locations. These works are then recorded and available for download for limited periods for listeners to experience the music as they pass through the same landscape that has inspired it. A free map is also available for download that gives the route and time frame for the listener to experience each Sonic Journey.

In partnership with Beaford Arts and The Dartington Hall Trust, sounduk has commissioned Shackleton and Vengeance Tenfold to create and record an exclusive new Sonic Journey in response to and inspired by sections of two of the most beautiful stretches of train line in the South West – using part of the main line between Exeter and Totnes, and part of the Tarka line between Exeter and Barnstaple.

In North Devon, listeners can enjoy a contrasting experience along a section of the Tarka line which runs beside the River Taw through the middle of North Devon’s UNESCO World Biosphere Reserve. Starting from Portsmouth Arms station heading north towards Barnstaple, the piece takes in countryside which once inspired Henry Williamson’s classic novel ‘Tarka the Otter’ and has changed little since the railway opened in the mid 19th century.

Traveling from Exeter to Newton Abbot, in South Devon the artists respond musically to the iconic stretch of railway as the train rounds the bend at the end of the Exe estuary and passes Dawlish Warren station.

Start the music as the train comes along the sea, past the Red Rock café, and journeys through this wonderfully dramatic scenery.

From 8 April to 31 August, the public will be able to download these exclusive free tracks to their own mp3 player from www.sonicjourneys.co. uk and then embark on the same train journeys to experience the music on their personal headphones whilst moving through the landscape that inspired it.

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1 2 3 4 5 6 7 8 9 10 11 12 13

2007 17,952 18,924 18,207 22,564 22,741 26,004 25,320 29,400 27,633 24,481 26,658 20,218 21,028 301,131

2008 21,340 26,461 20,931 24,560 25,442 27,892 30,271 34,216 32,735 27,920 29,220 21,229 25,676 347,893

2009 22,253 26,146 25,793 32,967 28,857 29,916 33,042 38,558 34,296 30,414 29,649 28,342 26,782 387,015

2010 26,780 30,455 24,343 38,849 32,218 35,818 37,203 44,356 39,708 34,917 36,588 34,194 31,366 446,795 30,921

2011 30,921

2007 and 2008 have included up to four weeks of buses replacing trains

P3 had only 25 days in 2010, compared to 31 in 2009

Return ticket counts as two journeys

Figures supplied by First Great Western

Calendar year - by four week periods

Period (4 Jan - 31 Jan ) (1 Feb - 28 Feb) (1 Mar - 31 Mar) (1 Apr - 2 May) (3 May - 30 May) (31 May - 27 Jun) (28 Jun - 25 Jul) (26 Jul - 22 Aug) (23 Aug - 19 Sep) (20 Sep - 17 Oct) (18 Oct - 14 Nov) (15 Nov - 12 Dec) (13 Dec - 9 Jan ) Total

Latest Tarka Line Figures % change 09 - 10 % change 10 - 11 20.3 15.5 16.5 -5.6 17.8 11.6 19.7 12.6 15.0 15.8 14.8 23.4 20.6 17.1

Platform 2 Working Party When I arrived at a very cold Barnstaple station at about 0930 on Sunday 30th January the place was already a hive of activity. The island platform was awash with Hi-Vis jackets and 3 members of the crew were in the car park preparing an area in the corner ready to receive the branches being removed from the platform.

I changed into my Hi Vis work clothes and donned my Network Rail issue work gloves and reported to our site supervisor Mike Day who directed me to join the branch clearing team who had begun work around the old footbridge support area.

This was the third work party to tackle the 30 year growth that has taken over the track bed alongside platform 3. The two previous platform clearance work parties had created several piles of branches and logs to clear.

Two further work party members arrived off the 1056 train and were quickly put to work on branch clearing. This train sits at Barnstaple until 1126 so there was an opportunity for the train crew to have cup of tea and a chat with the working party. The work had obviously created some interest and this is

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exactly how word gets around about the TRA initiatives. Passengers also saw what we were doing and asked questions which is all good stuff.

We were progressing further down the platform and this meant that we had further to haul the branches. We had a relay in place with three members working on the new pile and moving those branches to the end of the platform from whence two more volunteers carrier them to the fence and then once over the fence our three car park loaders took the branches to build the pile in the corner of the car park. Much of the foliage that we’d cut down had dried out since being piled up and an old trestle picnic table that we’d found in pieces on the track bed was almost capable of being put back together!

Mike had been taking orders for breakfast and just after the train left at 1126 announced that it was time for breakfast so we all downed tools to head for the Stationmaster’s House and up to Mike’s conference room which had been turned into an impromtu dining room. Here we all enjoyed one of Mike’s fine stationmaster’s breakfasts while enjoying the train crew banter from our team of volunteers.

After about half an hour we all thanked Mike and his team for a superb breakfast and returned to the work site.

The track bed team had begun to reveal some of the long forgotten evidence of the old station. A number of chunks of wood painted in SR green began to appear and several 14

bits of post were found dumped on the track bed. Then we heard a shriek from the track bed as Phil Gadd came across something interesting. It was two pieces of a what looks like signal linkage mechanism!

These were duly removed to safe keeping for the Barnstaple station museum collection! There were plenty of other items appearing from the recovered track bed including a pair of trainers, a football and a table ornament!

In my relay group was Exeter driver Rod Cox. While we worked he told me of his love of the line and that he would always try and swap duties to get a trip up the line. He told me many stories about his time on the line in days when the yard was still operational and freight still ran through to Meeth. I made a mental note to talk to Rod about capturing some of these stories for future editions of our magazine and he has a wealth of tales to tell about operations on the line.

We got to have a close look at some of the old items in the platform surface. For example several drain covers and one manhole with what looked like an incorrect collapsed cover. Down this hole was an old electrical panel cover that appeared to have come off an old electrical box that stood on the platform close to this point.

We continued to drag branches off the platform, but as we worked through the next pile and then the next it became further and further to carry the branches and we still had some way to go. The planters and other piles of logs were also providing a bit of an obstruction.

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I did some pruning of the overhanging ivy and brambles on the planters to avoid some of the tangle that occurred every time we dragged a few branches past.

It was still slow going as we were restricted by the number of branches we could each carry at a time. I therefore tried a new idea. I found a length of nylon tow rope in my car and laid this across the platform. I then laid the cut branches down across the rope and when I’d built up quite a pile I looped the rope around them and pulled it tight to create a bundle that I could drag down the platform in one go. By this method I managed to move far more in one go – and swept the platform at the same time!

We were all kept regularly supplied during the afternoon with teas and coffees by Mike’s two able assistants Jo Lee and Hannah Harris.

The Stationmaster’s Café team now began to wind up operations for the day. Although our numbers were now slightly reduced we had made good headway. Mike had marked a target point towards the end of the platform to clear and we worked to this aim. Meanwhile the track bed crew had cleared all the way and at last our goal is in sight!

Phil Gadd, who had been working on the heavy tree felling, commented that with the forest cleared it was now revealing for the first time in many years the cliff face adjacent to platform 3.

By 1600 the light was beginning to fade and Mike decided to call it a day. We had made excellent progress and for the first time in years the track bed in platform 3 was visible again.

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We cleared our tools and loaded up our respective vehicles and changed out of our work clothes ready for the next working party – which we hope won’t be too far away. Mike has made some arrangements with the construction teams at the new Tesco store to take away some of the branches and logs, and several others have also expressed an interest in logs for their home fires. Indeed several of our working group gathered up as many as they could carry in their respective vehicles.

We completed our clearing up in time before the 1717 train arrival. The platform 3 working party on the day had consisted of myself, Rod Cox, Tom Crawley, Mike Day, Lee Davis, Richard Forbes, Phil Gadd, Paul Hewitson, Steve Hill, Malcolm Thomas and Steve Thornley. Our thanks go to all the guys who put in such a great effort.

John Burch

Finishing Touches at Crediton

Following on from the complete repainting of the station into London & South Western colours, and the installation of period lighting, the Freinds of Crediton Station have recently installed period signage that complement all the earlier work. Thanks to Michael Hodge for the images.

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A Day in Control Back in November a number of questions arose about lack of capacity on some of the services on the Tarka Line. I took these up with Steve Lawrence FGW’s Performance Manager - West and he indicated that he would like to give me an explanation of some the issues FGW have with day to day delivery of the timetabled service. He invited me to come to Exeter and spend a few hours with his team of Area Operations Managers to show me what is involved in the day to day operation of Exeter St. David’s based crews and units. This meeting eventually took place on the morning of Tuesday January 25th.

Steve has always given an honest and frank response to all our enquiries, and at 0700 on the day in question he met me and took me first to the Customer Lounge on Platform 1 where his staff signed me in and issued the appropriate visitor identification. I’d come armed with my Community Rail Hi Vis jacket, but Steve said it wouldn’t be necessary as we were not going to be visiting any non public line side areas in close proximity to trains.

The modular buildings located adjacent to the bay alongside platform 2. are the main FGW train crew base and is where all the drivers and train conductors / guards sign on for duty. Steve explained to me that his railway career had begun in the London area where he’d spent time at Paddington.

He had gained excellent operational experience there. He moved with his family to the West Country a few years ago. He admitted to me that when he first arrived in the West he had many ideas and tried to put some of these in place. It was only then he realised that he’d not considered all the implications and he realised he needed to listen to other members of his team about issues that would have significant impact on his plans.

At the management end of the facility I was first introduced to Geoff Fidler, the Duty Area Operations Manager for the morning and one of Steve’s team – a man who has vast experience of day to day operations and for whom Steve has great respect. He was surrounded by computer screens and proceeded to explain the role of each.

First there were several screens adjacent to the lineside wall of the office which presented a computerised signalling and track diagram. This is the FGW T.M.I.S. (Train Movement Information System) display which covers virtually the whole of the FGW network. In the West Country it covers all the way to Liskeard and in the opposite direction the controller can look at movements into and out of London Paddington. It is even possible to look at the SWT route to Salisbury. All trains can be seen, both passenger and non 18

passenger. Indeed just as we were looking at the system a Freightliner class 66 light engine shot through the station in the up direction and could be seen plotted on the screen. All that is necessary is to click on the working on the screen and a wealth of information pops up in a dialogue box about the service. The class 66 had been involved in some engineering workings earlier in the day and was returning to Fairwater Yard at Taunton. It was possible to see how all the routes had been signalled and set up for the services so that the train control teams could see instantly how trains were progressing.

On another screen the T.R.U.S.T. system was running. This is Train RUnning System TOPS. Many of our readers will be familiar with TOPS (Total Operations Processing System) which has been around for many years and amongst other things keeps tabs on all pieces of rolling stock on the UK rail network. The TRUST system however is a complete train running and punctuality monitoring system, mainly fed by automatic inputs from signalling systems. It allows the controller to call up any train service and see its load and progress on the system with updated assessments of that progress based on real time reports en route.

On a further screen Geoff was monitoring the electronic booking on and off of train crew against the electronic roster record. This allows him to see where a problem may be developing if someone is late, or sick or for some other reason fails to show at the appropriate time. He also has details of all his staff resources including any spare crew. I understand there are currently 121 drivers split between High Speed and West (the local services). There are 105 guards - again split by High Speed and West.

Geoff was compiling the start of day sheet, which details what units are allocated to what running diagram.

Information is also available on the rolling stock, some of which will have a number of parameters attached to its allocation on the basis of due maintenance examinations or restricted hours or miles as a result of follow up work that is needed. Equally the controller has to understand the train crew abilities in terms of their route knowledge or which type of traction they are signed to handle before allocating crews work on particular routes or units.

Geoff explained that they’d had a significant problem that very morning.

The 5A08 0420 Laira - Exeter St Davids empty stock working had failed on Hemerdon Bank and it had returned to Laira for attention. Geoff explained this unit is the HST booked for the 1A08 Exeter-Paddington service. In order to cover the diagram Exeter had pulled out their only avail19

able spare unit, 142.001, but that was on a limited mileage requirement and would need to be substituted before the end of the diagram. The depot staff had hurriedly made this available on the grounds that something was better than nothing, and although it had departed a few minutes late, the train at least got away. The unit was sent in service to Bristol Temple Meads where a replacement unit for the rest of the journey had been found. Interestingly the knock on effect was that train that 142.001 was going to work had now taken the unit originally allocated to the first Tarka Line service of the day. This then meant that because the first Tarka Line service is busy, two class 142 units had been sent to Barnstaple on 2B70, the 0554 Exeter St David’s to Barnstaple that morning in place of the usual class 150 unit. This in turn would form the busy 2F09 0700 Barnstaple – Exmouth service. Subsequently Geoff told me that the depot engineering team had worked to clear another unit and to restore the status quo later in the morning.

Steve explained to me a little about the FGW Intranet system available on all the workstations to all the staff. This allows access to a huge amount of information. He was very proud that investments in information technology were now placing all FGW staff in touch with this information and indicated to me that there should be very little excuse for staff not being able to check the status of services to assist customers at any time. Blackberries were being rolled out across the company for staff to have access to this information. In addition the station team at Exeter have two way radio units and can keep in touch with one another. Geoff and his team, for example, having instant contact with the depot crew in charge of providing the rolling stock for services.

Steve next showed me the DfT Gold contingency plan which is coupled to the additional units that have been allocated under the FGW30 plan. He explained that although part of the plan was to replace the unpopular class 142 units and the loco hauled and Arriva units, there were also a number of units earmarked to strengthen specific services. The contingency plan lists those services that were identified in the FGW area. The FGW control team must allocate the diagrammed units to these workings or they will suffer additional penalties as a result. Steve showed me the list of workings that it is intended to strengthen when the programme is complete. I was very pleased to see that three of these are Tarka Line services. They are:2F15 0843 Barnstaple – Exmouth – 2 x class 142. (If for any reason this is not possible there is a clear note that road transport is likely to be required from Crediton).

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2F43 1543 Barnstaple – Exmouth - must be a 3 car train usually a 14x unit + a class 153 unit.

2B80 1625 Exmouth – Barnstaple – must be 2 x class 14X units.

2B82 1725 Exmouth – Barnstaple – must be 2 x 14X units from Exeter SD. The 1625 has been identified as a highly loaded service. Steve explained that he only has a limited number of trains available and they are all out in traffic at that time of day. When additional units are available they do strengthen this train to cater for customers. This however can't be guaranteed. There are two possible ways of solving this on the face of it. The first way would be to permanently strengthen this service with an additional train. To do this would need the engineering team to provide an additional train which is not easy and has implications for long-term train availability. Alternatively replace the class 142 with a class 150. This is currently very difficult due to the amount of 14X class units in Devon. This will get easier as the 142's are replaced. Steve explained that currently 1625 suffers as a result of the 2F45 1613 Paignton Exmouth being a very busy train, as it carries school children and has to be strengthened too. Priorities with current unit allocation mean that 2F45 will usually win the battle for more capacity until Exeter gain some more resource as the FGW30 programme is rolled out. Steve told me that the first two refurbished units were now in traffic - 150.121 and 150.127 (easily identified by their plain blue livery i.e. minus the place name swirls on the sides).He also told me that the first of the 6 class 150 units displaced by the new London Overground stock was going in to Laira that week for refurbishment and would take 3 weeks to complete.

I asked Steve if we could go out to the platform to watch the sequence of events as the arrival of the various commuter services after 0800 took place?

“Of course – no problem” said Steve.

We walked out onto the platform once again to watch the sequence of events as the arrival of the various commuter services after 0800 took place, and headed for platform 1. On the way Steve told me that Exeter depot has a capacity of 32 units. Currently there are 28 diagrams. and that a good deal of work was currently going on at the depot, widening the shed roads and putting in new jacks. One of the plans was to be able undertake work on up to 3 SWT class 158/9 units as a result of these developments.

I could also see demolition work under way on the unsightly north end of the old freight shed which was damaged by fire some time ago. Steve explained that this work was finally under way. He believed that all of the northern building would be taken down, possibly leaving only the covered road at the south 21

end where there were some planning issues. This would free a large expanse of land which he had hopes might one day provide a permanent site for the crew facilities currently housed in the modular buildings we’d just come from.

Steve the Area Competence Manager - Drivers Team Leader, Mike Ball based in Exeter. He was heading to platform 4 for the 2C43 0626 Bristol Parkway – Penzance service due to arrive at 0812. Mike was off to meet a driver at Par to spend some time with him as he does with driving staff on the services every day to monitor their performance.

I wanted to watch the arrival of 2F09 0700 Barnstaple – Exmouth service. This morning the two class 142 units arrived bang on time at 0807 and stopped short in platform 1. The train wasn’t quite as heavily loaded as is often the case, but in any case with two units it had more room than usual. A small crowd of passengers alighted and walked towards the front of the train to await the arrival of 2J08 0709 Paignton – St James’ Park (due to arrive 0811 and depart 0813).

This train quite often arrives first, but today it slowly crept into the platform to come to a stand just to the south of the Barnstaple train. It loaded with passengers off both 2F09 and 2C43 who wanted to get a quick ride up the gradient to Exeter Central. Those passengers off the Barnstaple train for 2C43 had plenty of time to make their connection. Next to arrive was the Arriva Cross Country unit on 1S31 0725 Plymouth – Edinburgh which also arrived on time giving passengers from Barnstaple plenty of time for their cross platform connection today.

This train also brought quite a few passengers for Exeter Central. They would normally have to await the 0826 SWT service for waterloo, but this morning the Barnstaple train (due to depart at 0816) had been held for a few minutes and they were able to dash and board this instead. It seemed that the inbound SWT service on the 0608 Salisbury-Exeter service due at 0817 was running a couple of minutes late and this coupled to the 2B72 0753 Exmouth – Barnstaple’s need to clear the single line section had caused a minor log jam. 2F09 eventually got the road and departed and was rapidly followed into platform 1 by the 0826 SWT service for Waterloo which had been waiting just north of the station. This loaded promptly and was also soon on its way and things returned to normality again.

Steve then led me up the first set of stairs on the footbridge to a secure door which lead into the maze of offices above platform 1. The smell of new paint was immediately apparent and it was explained that these offices were being remodelled and decorated. The reorganisation of the FGW West management team had created the need for a better officer arrangement at Exeter and he apologised that this work was still under way.

One area that is of particular interest to me is the way in which railway replacement road transport is organised and Steve admitted that this was an area that 22

he was not happy about and believed there was still room for improvement here. One of the problems was that this is all handled by Swindon Control centre, but occasionally local station staff become frustrated and place orders themselves which causes confusion and understanding of local bus and coach operator availability and knowledge is lacking.

We discussed the FGW relationship with Network Rail and Steve indicated that their relationship with Andy Costen based in Bristol together with Dave Bridges, NR Operations Manager South based in Plymouth was very good.

In addition Chris McGowan, the local NR Signalling Manager maintained a good relationship with his team. Steve then showed me on his workstation the information available to him about the service performance and the delay attribution data which then forms the raw material for his regular performance reports.

We discussed the actions taken when things go wrong and Steve showed me various contingency plans that he has created to deal with scenarios, and demonstrated how staff can tap into these at their work stations across the system. Paperwork is kept to a minimum and these electronic plans are constantly reviewed and kept up to date. He used the example of a recent suicide on the morning of January 21st that had taken place at Digby and Sowton. This had stranded two units south of the station (one having been involved in the incident). He believed his team had worked very well to follow the plan and isolate the problem and managed to ensure that services on the Tarka Line had all operated by self containing the service north of Digby. He had not however, been pleased with the way in which the matter had been handled by the Police and believed that the 3 hour disruption to the Exmouth branch service had been unnecessary. The road transport arrangements had been unsatisfactory and this was being reviewed. Regular team sessions are held to discuss daily and weekly happenings in order to improve how things are handled.

The visit concluded by Steve telling me that he worked very hard to keep service performance at a high level and was proud of the work undertaken by his team. He spoke in glowing terms of the work undertaken by Julian Crow to “do his magic� and help to find the finances for the improved services and promised to continue to work hard to ensure that delivery lineside was to the standard expected by the customers. Steve values the relationship with the TRA and we agreed to continue to work together to feed information about the needs of the Tarka Line on a day by day basis.

The visit drew to a close just before 1000 and I thanked Steve on behalf of the TRA very much for the opportunity to see the behind the scene workings of FGW at Exeter St. David’s.

John Burch 23

St David’s and Paperbacks What if any is the connection between Saint David’s station and a penguin is perhaps almost as good a quiz question as ‘Where could you have seen two trains going to the same destination departing in opposite direction?’ The answer to the latter was, of course, Saint David’s at the time when the GWR train to Plymouth and places further west departed westward via Newton Abbot, whilst the London and South Western Railway train departed eastward via Okehampton on a route later closed by Beeching. But what about the first question?

In 1935 the publisher Allen Lane, a director of the Bodley Head Press, had been to Devon to visit Agatha Christie for the weekend. On his return home whilst waiting for his connection at St David’s he visited the bookstall to find something to read on the train. However, all he could find were popular magazines and reprints of Victorian novels. Contemporary writing of quality was missing because hardbacks were expensive and so borrowed from libraries, and though there were paperbacks they were of low quality and poorly produced.

Appalled by what he saw, he resolved to publish cheap quality paperbacks to be sold not only in bookshops, but by railways station bookstalls, tobacconists and chain stores for not more than the price of a packet of cigarettes - 6d. Because other publishers were convinced that the proposal to publish a book at that price was uneconomic, he was able to buy the paperback rights to well known authors cheaply. The first ten books were published in May 1935. As well as works by Ernest Hemingway and Dorothy L Sayers it was appropriate that they included The Mysterious Affair at Styles, which was not only Agatha Christie’s first work, published in 1920, but the one which introduced Hercule Poirot to the world.

Their launch was an immediate success, helped perhaps by the fact that Woolworth purchased sixty thousand copies, thereby opening up a completely new market, and within ten months over a million copies had been sold. The success of the launch was no doubt due in part to the quality of the contents, but also the quality of the design, with the now familiar colour coding of orange for fiction, green for thrillers and blue for biography, played an important part – though the books were cheap they didn’t look it. No doubt too the immediately identifiable logo helped to establish the

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new brand. It would be nice to be able to say that Lane thought of it when he had his original insight, and that something about St David’s evoked penguins. But it was not until he returned to his office and asked his secretary for ‘a dignified but flippant symbol’ for the new business that she suggested Penguin, and a member of staff was despatched to London Zoo to make some sketches. Even so St David’s played an important part in the conversion of ‘book borrowers into book buyers’ which was Lane’s great achievement.

David Holdcroft

A little help from our friends On Saturday 12th February The Tarka Rail Association were formally awarded a £500 cheque by Tesco as a contribution to the clean up of the old Platform 2 at Barnstaple station. In the picture below are Steve Pugh the store manager of the new Tesco store (left), Kay Tanner, Customer Services Manager (right) and John Burch, TRA chairman. There are also some photos on the store’s notice board of the works underway on the platform. to which Tesco contributed a significant amount of labour for clearing and removing the cut down bushes and branches.

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Readers Write I have just returned from a week-long holiday in Devon, where we stayed in a holiday cottage in Lapford, a location we chose specifically because it was accessible by rail. However we were very disappointed to find that very few of the trains on the Tarka Line are actually scheduled to call at Lapford. In effect the only the only train we could use in the morning was the 09.14 and the only train home being the 16.57 from Exeter.

This would have been okay but on the first morning we went to catch the train it was so full that we had to stand all the way to Exeter. I estimate that there were upwards of 2O other people standing in our carriage and a similar number in the other and it was a most uncomfortable journey. This was repeated each morning for the whole week and the journey home was also even more unpleasant.

One afternoon we returned to Exeter St David’s station in time for the 15.27 Barnstaple train and I asked the crew very nicely if it would be possible to stop at Lapford. However I was told that they were not allowed to stop. So we were doomed to wait 1 1/2 hours at Exeter for the next train to Lapford, which needless to say was packed with standing room only and I believe some people were left behind because there was insufficient room.

I have three questions: 1.

Please would you tell me why Lapford, which is quite a sizeable village and is only 10 minutes walk from the station, has so few trains? Surely if Lapford (and other small stations on the Tarka Line) were listed as request stops it would add very little to the timetable but would encourage locals to use the service. At the times when there were no suitable trains from Lapford we were forced walked the 2 miles to Morchard Road where we were the only passengers to board or alight. A stop at Lapford would have taken no more time than a stop at Morchard Road instead !!

2.

Likewise may I ask why, when the line is obviously so busy, is only a very short train used on this service? Not only were there never any seats available on the few trains that did stop at Lapford, but also the four-wheeled trains used are so uncomfortable, particular if you have to stand, for a long journey.

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3.

The hourly timetable during the day is very commendable but why oh why is there a 1 1/2 hour gap in the morning and also in the evening just when in fact more people need to travel? This only adds to the overcrowding problem even more.

While writing I would like to congratulate Alarna(?) our conductor in the 16.57 from Exeter on Monday 2lst February. She worked so hard to make sure that everyone was made as comfortable as possible and also managed to get round a very full train after every station to check tickets, give information and find seats for those who needed them, If only more of your staff could be as helpful and hardworking. On some trains we never saw the conductor at all and no announcements were made which made it difficult to know where you are when the trains are so crowded or it is dark.

I hope that you will take the trouble to read my comments and I would ask that if you are only going to send me a standard reply letter that you don’t bother. Better that you put your efforts into improving the service and travelling conditions for the people who use the Tarka Line. All I can say is I am glad I do not live in Barnstaple and have to endure these conditions every day.

Yours sincerely, Keith Neat.

Hertford

To the Editor, I would like to comment on David Baker‘s article and the letters in « Readers Write » issue 34. Whilst not resident in the area served by the Tarka Line, my wife and I are “Friends” of Crediton Station and we use this line about 15-20 times per year. As to using 2001 as the starting point to assess growth in passenger numbers, I feel that in many ways this is a good idea for the following reason. As I recollect, due to severe flooding in October 2000 in the area between Umberleigh and Portsmouth Arms the line was closed between the latter and Barnstaple from October to March 2001. Portsmouth Arms became a railhead with a replacement bus service to and from Barnstaple. Now what do regular and potential users of the

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line do? Some will have made alternative arrangements, i.e. car and bus, and some will not have travelled at all. The point I am making is that there was considerable success in regaining passengers as the figures have shown.

David feels that the committee of TRA seem to present matters regarding this line in a flattering way, but I would not have thought that this is really the case. I would in no way suggest that disadvantages should be glossed over, and I don’t feel that they have been, but there is obviously merit in accentuating the positive. Most of my working life was spent in selling, and whilst one must always be honest about one’s product, it does no good to over-stress possible or perceived disadvantages therein. Success breeds success!

As to the introduction of the (nearly) hourly service again I feel that this would be the main reason for the increase in passengers as stated. I think that studies will show that where there has been an increase in frequency on a line, e.g. Newquay Branch this has resulted in extra passengers. Speaking personally, my wife and I have certainly made use of the line since the change was made. Conversely, we would like to make a trip on the Gunnislake Branch. It is impracticable to do so, mainly because of the long gap between afternoon trains travelling to Plymouth.

The question of gaining time is obviously a very vexed subject, between those wishing for a faster journey from Barnstaple and those who consider the intermediate stations should be served roughly as at present. In view of the potential and actual number of journeys made from Barnstaple and its catchment area it does not seem unreasonable that the travelling time is reduced, presumably only possible at the moment by cutting out some stops on the route. Perhaps the journey time on the current timetable is not unreasonable. We have travelled once by car from Crediton and several times by the replacement bus service when the line is closed for any reason. Both in terms of comfort and timing there is no contest. On a recent journey a dozen or so passengers joined at Umberleigh and alighted at Copplestone. Is this sort of business (probably capable of developing) to be discouraged?

It is interesting to see journey times in the fifties. Consultation of the Southern Region Timetable of 1954-5 shows that the journey time between Barnstaple (Junction) and Exeter Central varied between 77 minutes and 87 minutes, depending on the number of stops. In the current timetable the slowest service between the two stations appears to be 80 minutes. The mileage between my home station Bridgwater and Bristol Temple Meads is at 39 miles roughly comparable with that between Exeter Central and Barnstaple. An all stations train can take 62 minutes, compared with 68 minutes in the Tarka 28

Line for a limited stop train. One can never please all the people all the time but it is important, particularly for those travelling from Barnstaple, that future development of the service is correctly balanced for the general good. The opportunity is there, particularly with the dramatic increase in the price of fuel. I read that before too long petrol is likely to cost ÂŁ8 per gallon!

M.J.R.Hodge

A little something for your members page! How many members remember in the late 70’s the re-running of the Atlantic Coast Express arranged by the Lea Valley Railway Club, from Waterloo to Meldon and Meeth?

It was so well booked that they had to run a second one. I was lucky to be on both runs, once with my father, who was an ex Ilfracombe engineman, and the second one with Ian Dinmore when I used to work with him at East Croydon! On the run down to Devon they did try to keep to the original timings – I think!!

Derek Jones

I managed to find a photograph of one of runs, seen here at Meeth (before the days of Health & Safety and Hi Vis! ).

Ed. 29

Membership Matters If you know someone who you think might like to join the Tarka Rail Association, please contact the Membership Secretary whose address is shown opposite.

New Members We welcome: Mr J. Coulter Mr M. Warr Mr D. Lane Mr S. Wade Mr J. Doe

Landkey New Milton, Hampshire Ilfracombe Fremington Hammersmith, London

Committee Meetings (Members Welcome)

Wednesday 16th March—Barnstaple Station House 19.30 Wednesday 20th April—Fox & Hounds Eggesford 19.00 Wednesday 22nd June—Fox & Hounds Eggesford 19.00 Wednesday 20th July—Barnstaple Station House 19.30

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Committee Members Chairman: John Burch Avercombe, 28 Belmont Road Ilfracombe Devon EX34 8DR johnaburch@btinternet.com

Secretary & Vice Chairman: Tony Hill Langridge, Ingleigh Green, Winkleigh.

Devon, EX19 8AT tonyandlizhill@googlemail.com

Treasurer: Andy Hedges 20 Barton Meadow Road, High Bickington, Umberleigh Devon, EX37 9AN. andyhedges@gmail.com

Membership Secretary: Andy Hedges 20 Barton Meadow Road, High Bickington, Umberleigh Devon, EX37 9AN. andyhedges@gmail.com

Press And Publicity Officer: Peter Craske Blackhall Cottage, South Tawton, Devon EX20 2LP pcbcraske@yahoo.com

Magazine Editor: Andy Hedges 20 Barton Meadow Road, High Bickington, Umberleigh, Devon EX37 9AN andyhedges@gmail.com

External Relations Officer: John Phillips Higher Living Farmhouse, Down St Mary, Crediton, Devon, EX17 6EA. j.phillips142@btinternet.com Projects Officer: Alan Clark ‘Benslee’ Morchard Road Crediton Devon EX17 5LR

Stations Officer: Janet Day Station Masters House Barnstaple Station, Station Road Barnstaple Devon EX31 2AU Web Site: David Holdcroft 33 Round Table Meet Exeter EX4 8LG davidholdcroft1@virginmedia.com

Committee Members: Mike Day Station Masters House, Barnstaple Station, , Barnstaple, Devon EX31 2AU Simon Harvey 49 Belle Meadow Court, Albert Lane, Barnstaple, Devon, EX32 8RJ 31

Our colleagues in ALRUG, the Avocet Line Rail Users Group, are celebrating 150 years of the opening of their line on May 1st.

Full details of all the events taking place can be found at

www.avocet150.co.uk

Š Authors And Publishers, Tarka Rail Association, 2011 Printed by Neonprint, The Ice Factory, Barnstaple 32