Table of Contents

Editorial

A Word from the Chairman

What do we want the North

Devon line to do?

Keeping the real world in

mind

Community Rail Development

Comments on the SRA's

consultation paper

Major Study Launched Into

South West Branch Lines

Community Rail Conference

Rural rail: the role of user

groups?

Rural rail's wobbly planks

Impediments and clashes of

interest

Rural rail and the real world

Railheads ahead?

Fares Maze

Dartmoor Sunday Rover

Station Gardens Competition

Freight Matters

Meeting with Devon County

Council

Will there be any Transport

Plan bids for improvement?

Co-ordination with bus

services

The need for surveys

Fares to Waterloo

Notes on Railfuture meeting

Tarka Line Working Party

Bus Links

A Pleasant Day Among The

Avocets

Barnstaple 150

NDRUG and Barnstaple 150

Isambard Kingdom Brunel and

the Virgin Voyager

News from along the Torridge

Railfuture's 25th National

Conference of Rail Users

Advice to the Vertically

Unchallenged

And now for something

completely different

Would you let the train take

the strain?

The May Timetable

Issue 16, Spring 2004

EditorialUp and Down Trains cross at Crediton

Thank for your patience in

waiting for the new issue of our

magazine, and as your new

editor I hope to keep up the

standard already set by previous

holders of this position. This

does not, however, preclude

making any changes necessary

to maintain the magazine as a

forum for the views of all of the

membership and also as a

source of information from many

disparate sources that may

relate to rail travel in the area in

general and the North Devon line

in particular.

You will notice from the contents page that although the number of articles is quite large—due to

the gap between issues there is a certain amount of catching up to do—the number of

contributors is quite small. This an imbalance we should hope to address, and I am using this

introductory column to reinforce our Chairman's comments to ask all of the membership to try

and find the time to send in a contribution to the content of the next issue. This can be comment,

criticism (constructive only please), reports, observations, experiences, suggestions, anything in

fact that you feel is relevant to the present and future of rail travel in Devon and this line in

particular.

Although the group name contains the words "North Devon" and there is an obvious bias in

passenger numbers towards Barnstaple since it is the most populous area, we must not forget

that we also have an equal responsibility to those users and members in Mid Devon and the

Exeter area to maintain their interest in and aspirations for the line. So if you are part of the

30% of users outside of Barnstaple—speak up and be heard!

The only immediate change you will notice is that instead of a specific month of issue the

magazine will instead be annotated by seasons, this being the (possibly belated) spring issue.

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

time sensitive contributions.

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

Andy Hedges

A Word from the Chairman

A new editor - and the reappearance of the magazine!

It's been a long time. No magazine since late last summer. Only a newsletter between then and

now. It's not what anyone wanted, but all our readers will, I hope, understand what led to this

long gap.

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

Readers Write

North Devon Line Usage Data

Membership Matters

New Members

Committee Meetings

(Members Welcome)

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

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

thank you.

That it is out, and that further issues will soon follow, is down to Andy Hedges, who responded

promptly and enthusiastically to our request in the newsletter for a volunteer to take up the

editorial reins. Andy, we are hugely grateful to you.

Andy has a strong tradition to follow. Without doubt, however, he will want to put his own stamp on things. In this we should support

him wholeheartedly, with articles, letters, photographs, whatever, just as we did his predecessor (who, in his turn, has been generous

in passing on the wherewithal to our 'new man'). If what appears in this issue is an indication of what is to come, then it is clear that

the magazine is in good hands.

What do we want the North Devon line to do?

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

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

strategy for the North Devon line.

Serving the Barnstaple area is to be given the highest priority. Wessex's case is straightforward. It needs to encourage far more

people to use the line. With this in mind, so the argument goes, provide as many trains as possible for all the communities along its

length, but keep in mind that, apart from Exeter, Barnstaple and its nearby towns make up by far the most densely populated area

the line serves. Gear the service towards this especially and the needed increases may be secured.

Wessex Trains' direction, then, is set. But no timetable lasts for ever, and one of the most important things that our Group does is to

try to influence those that follow for the better. To do this, we need first to say whether, in broad terms, we support or oppose the

direction Wessex has taken. Then we must work out how we think the next timetable, and the one after that, should move forward.

Should we, for example, press for the reinstatement of the fullest possible service for the less-used stations? Or should we call for a

further acceleration of the trains and the full implementation of a clock-face timetable at the earliest opportunity, with the needs of the

larger settlements continuing to be given the greatest priority? Or for something that goes beyond even this, such as the development

of a limited number of intermediate stations as railheads for wider areas? Perhaps in this way, which would build further on what

Wessex has started (I am loathe to call it a 'third way'), the calls from the larger towns for faster trains and the needs of the more

scattered communities could be reconciled?

The issue is serious, perhaps the most serious ever faced by the Group. If what we call for is sound and Wessex takes note, then

we may do the line much good. But if it is ill-informed or misguided, but nonetheless people act on it, the harm we do may be great,

for few can doubt that regional rail services generally are under increasingly sharp scrutiny.

The matter has been debated long and hard by the committee. I shall say a little more about this later. But it is too important to be

left to the committee alone. With this in mind, I have three primary purposes for writing this piece. The first is to assure you that the

debate is not yet closed. The voices of our membership as a whole about Wessex's strategy need to be heard. The second is to

thank all those of you who have already written to us. A selection of your letters appears in this issue of the magazine. The third is to

say that the door is wide open to further contributions. We must learn from one another, not merely within the committee, but from

the membership as a whole and, perhaps even more importantly, from the public at large. So please keep the contributions coming.

The debate we have begun is about what many would see as the most important feature of the service offered by North Devon line:

namely, its timetable. But let us conduct it in a manner that is not boringly technical, but rather in a way that puts people, their needs

and our shared circumstances first. Let there be at its heart a question, simple to put, but far from easy to answer: what is the best

contribution that we can we reasonably expect the Exeter to Barnstaple line to make to meeting the transport needs of the people of

Mid and North Devon and of those who want to come here?

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

Keeping the real world in mind

That said, in engaging with the issues, it's vital that we all keep in mind that the North Devon line operates in the real world. One

feature of this real world is that, without substantial support from public funds, the line would close tomorrow. A second is that there

are other demands on public funds. With hospitals and schools strapped for cash, and care homes seemingly closing by the month,

we would be foolish to take it for granted that support for lines like ours will always be there for the asking. On the contrary, we must

recognise that we have an obligation to show why continuing support is justified.

That's why our expectations need to be reasonable and our arguments reasoned. We have to acknowledge that rail is but one means

of providing public transport. We must recognise that running a rail service is intrinsically expensive. We have to be clear about what

trains can do well, and equally clear about what they are unsuited to.

Above all, we all need to recognise the political imperative of getting a lot more people to use the line (anyone harbouring doubts

about this should note the first objective set out in paragraph 2.2 of the SRA's recent consultation paper on Community Rail

Development: 'increase passenger volume and income'). And, with this in mind, we may have to acknowledge that pressing the

railway to do what it is unsuited to may hamstring efforts to enable it to do what it could do best. Are we prepared to grasp this

nettle?

Meanwhile, back on the committee...

While our Group deliberates, the world and Wessex Trains do not stand still. Hence your committee has been busy. To cite just three

things, David Smith, our new Membership Secretary, has been collating information about our overall membership and designing a

new application form, two further members have discussed the Group's aspirations with Devon County Council's Deputy Environment

Director and we have made a collective response to the SRA's invitation to comment on its strategy for Community Rail

Development.

Most importantly, the committee has taken three key decisions about the new timetable. First, the views of our members as a whole

should be sought (hence the request in the earlier section for letters, and so on!). Second, in the meantime, while matters of detail

remain to be considered and the views of members gathered, the direction taken by Wessex Trains should in broad terms be

supported. Third, this support should be given substance.

Many of our readers will have seen evidence of this support in a recent issue of the North Devon Journal. In it, the new timetable got

front page billing. The whole tenor of the paper's treatment of the new service was positive. In establishing this, a press statement

put out by Patrick Adams, who has recently taken on the media links role on behalf of the committee, played a central part. We

should anticipate more activity like this!

John Gulliver

Community Rail Development

Comments on the SRA's consultation paper

The Strategic Rail Authority has published a consultation paper on a Strategy for Community Railways. The paper can be obtained

from the SRA at 55 Victoria Street, London SW1H 0EU or from its website www.sra.gov.uk. Responses to the paper must be sent to

Chris Austin at the SRA by 28th May 2004, though responses sent to NDRUG have to be passed on to the Western branch of the

Rail Passengers Committee, so any sent to us must be received in good time.

In his introduction to the consultation paper the chairman of the SRA Richard Bowker includes the following:

"Britain's branch lines are important for social, economic, and financial reasons, but for many, service patterns reflect the

needs of the 1970's, rather than the 21st century[...] these lines can and do fulfil a key role in the local economy[...] Any

question of change raises fierce passions, not just locally but nationally[...] This consultation paper offers the opportunity for

rational debate[...] the task is to find ways to increase earnings and reduce costs in order to provide a sustainable future for

these lines[...] our approach is one of development rather than retrenchment, and to move to a position where local and rural

lines can be improved with local commitment and support, sooner rather than later"

The following is an except from the consultation paper:

"Today's rural routes and branch lines now reflect the slimline railway created by BR during that period, and generally provide

an infrastructure appropriate to the levels of demand of the 1970s. In the 1980s, new lightweight rolling stock was provided,

but during the same period, track maintenance costs were reduced, even though the last significant track renewals programme

for many of these routes was in the 1960s. The gap between costs and income on these lines, reflects the high fixed costs of

providing a rail service with its own infrastructure and terminals[...] Rural and local lines tend to have higher levels of leisure

travel at discounted fares, little full fare business travel and no travel at premium (first-class) rates[...] short journeys at

relatively low fares generate insufficient income to meet the high fixed costs of even a basic railway. Typically, fares income

covers only one quarter of the attributed costs of providing the service."

So, there is an overwhelming need to reduce the gap between income and costs, and to increase the value of the railway to the

community, measured in terms of financial support per passenger journey. A good start has been made by establishing Community

Rail Partnerships. Without exception, passenger volumes have increased on lines supported by a Partnership. The Bittern Line from

Norwich to Sheringham has seen a 140% increase in demand over seven years and now carries 440,000 passengers a year. Local

authorities are now more closely involved and can use a range of funds to improve public transport in their area. Community Rail

routes (such as the Tarka Line) will have separate operational and engineering standards appropriate to the nature of a local

operation, one example of this being the decision not to have radio masts on the Tarka Line, so this should result in a reduction in

costs.

Community Rail routes will never provide a conventional commercial return and will require franchise support payments; the idea is to

reduce the gap between income and expenditure. Increasing patronage brings greater social and economic value, particularly in

relation to tourism

The objects of the strategy are therefore to:

Increase passenger volume and income

Manage down the unit costs of running the line

Involve the local community more closely in the development of the railway

However, no change is proposed to the basic rule that only those projects that have a business case and represent value for money

can be taken forward.

Simpler products could be made available including carnets and zonal tickets, and ultimately smart cards. These simpler products

could be retailed through newsagents, post offices, and convenience stores. There will be an opportunity, in conjunction with local

authorities, for train and bus services to be planned together to provide a bus feeder service to the railway. For example Chiltern

Railways Taxibus provides fixed route and stops in the peak and a flexible routing "Dial-a-Ride" service off peak. Local authorities

have a major role to play in disseminating information regarding this type of service. Secure and convenient cycle parking at stations

should be provided, and the possible provision of community car clubs as existing on the Penistone line should be considered. Other

forms of income could include packages with local hotels and tourist attractions.

Cost reduction is vital, but safety remains the main consideration, the approach therefore is to ensure that the standards applied to

Community Railways are appropriate to their characteristics, such as lower line speeds, less frequent services, and fewer

passengers, as opposed to the high speed conventional networks.

A simpler approach could be developed for staff and community workers or volunteers (where they are not involved in safety critical

work) who could provide services or improve facilities at their local stations. In some areas trained local volunteers keep an eye on

stations, report faults and vandalism, and secure funding for improvements. This restores a sense of local "ownership" of the station

and raises the profile of the railway One of the biggest opportunities for Community Railways is to develop a strong sense of

commitment by the staff themselves, it will be important to involve staff fully in the running of Community Rail operations, and full

co-operation with the trades unions is important. Continental experience of locally managed railways suggests that staff who transfer

to local community based railways experience higher levels of job satisfaction, and actively participate in the running of the enterprise.

The press, whose comment on the paper is generally supportive, have highlighted what the paper calls Microfranchising. This only

applies currently to five lines:

The Esk Valley Line (Middlesbrough to Whitby) (preliminary work started)

The Island Line (Ryde Pier Head to Shanklin)

The Looe Valley Line (Liskeard to Looe)

The St Ives Branch

The Watford Junction to St Albans Branch

A microfranchised branch will be basically self contained, but will come under the umbrella of a Train Operating Company; the TOC

would help with such things as heavy maintenance, accounting, etc, and the staff would be multi skilled, a driver for example could

also act as a conductor, and cover for the manager when necessary.

Reference is made in the paper to Community Rail partnerships, and the Tarka Line is looked after by one of these, the Devon and

Cornwall Community Rail Partnership. It is run by Richard Burningham, who has been responsible for such things as Jazz Trains, the

Rail Ale Trail, and the tourist leaflets regarding the line; he is also working to bring back the Stationmasters House at Barnstaple to a

useful state.

Hugh Butterworth

Major Study Launched Into South West Branch Lines

A Major new research project will examine the economic and social benefits brought to rural communities by the South West's branch

lines.

The £50,000 study has been financed by the Economic and Social Research Council (ESRC), in collaboration with Wessex Trains,

and will be carried out by University of Exeter researchers. This is the first time researchers have attempted to provide such a

detailed evaluation of the economic, environmental and social benefits the railways bring to rural areas, and to place it in context of

the changing system of rail franchising and regulation.

The project will be supervised by Professors Allan Williams and Gareth Shaw, of the University's Department of Geography, and

carried out by Jamie Dallen, who will use the information gathered to write theses at Masters and PhD levels.

Said Professor Williams: "We know a great deal about how car use impacts on the functioning of rural communities, but railways and

the branch lines in particular have been rather overlooked. In the recent past railways were perceived to be in decline as a form of

transport and therefore were not considered an important subject for study. Now, of course, rail use is on the up and there is a great

deal of debate about how to organise and pay for an efficient rail network. This study will help to inform that debate by discovering

precisely what impact branch lines have on rural communities in Devon and Cornwall."

The study will look at changes in branch line services before and after privatisation, who uses the branch lines and why, and what

effect this has on their lives and economic prosperity.

Andrew Griffiths, Business Manager for Wessex Trains, said that the information gathered will help to inform future rail policy on

branch lines in the run-up to the formation of a new united franchise in 2006 to replace those separately held by Wessex Trains, First

Great Western and Thames Trains. He said: "There has been a great deal of debate recently about the future of rural services and

this is exactly the right time to be evaluating the impact and value of branch lines".

University of Exeter

Community Rail Conference

The Community Rail Development Conference at Derby in February was sponsored by Porterbrook the train leasing company. It was

depressing to hear one of their representatives forecast that the rise in passenger numbers would be such that it would be necessary

to do what British Rail used to do, increase fares in order to reduce demand.

This is most likely to happen on the busiest lines such as the East Coast main line and the London to Brighton, however rural railways

will not necessarily be immune. Ian Dinmore, whom some will remember as the very efficient manager at Barnstaple, looks after lines

in East Anglia. One of them, Norwich to Sheringham, has seen passenger numbers increase by 140% in 7 years, with 440,000

passengers carried last year. Pessimistically Ian expects a downturn because last year "they were hanging out of the windows".

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

families particularly hard.

When delivery of the present batch of new trains has been completed the railways will have received over 4,700 vehicles at a cost of

£4.5 billion. Very few of these new trains will find their way onto rural lines, and none at all to the West Country.

The Strategic Rail Authority has made it clear that rural railways will have to make do with existing rolling stock rather than enjoy new

trains. Our only chance of relieving the overcrowding that occurs (even on the Tarka line) in August if for existing rolling stock to be

cascaded down to us. Even this is not easy as most new stock is for electrified lines.

The new Greater Western franchise will be for seven years; why not make it 20 years (with necessary break clauses), and require

the franchisee to provide additional rolling stock and minor infrastructure improvements, such as the abolition of the strange rites that

are currently performed at Eggesford?

Hugh Butterworth

Rural rail: the role of user groups?

(A shortened version of a talk given by John Gulliver to the Rural Transport Partnership Conference, Truro, February 2004, here

regrettably without the stunts.)

Rural rail's wobbly planks

I speak as someone deeply committed to the need for good public transport. I want to talk about rail transport, especially in

semi-rural areas like ours, and to consider what rail user groups might do to strengthen it. I shall focus on the North Devon line

especially, but invite you to consider the relevance or otherwise of what I say to other lines. The views I express are my own: they do

not necessarily reflect those of the particular user group with which I am associated.

I'll begin by highlighting three changes seen in the many years in which I've been a rail user. First, the railway in Devon and Cornwall

is greatly diminished. Whole lines have disappeared. Many stations on those that remain are closed. Second, the network of links

between rail and bus has all but disappeared. With few exceptions, what now exists is there, it appears, by chance, not design.

Third, whereas at one time, for those within reach of them, trains were the main means of getting about, especially over longer

distances, now they are for most people the last thing they think of.

It is this third change that poses the greatest problems for rail user groups. This is especially so when it is acknowledged that, where

rural services still exist, they do so only because they are heavily supported from public funds. If there is any threat to the future of

these services, it comes from the fact that this support could be removed. Given other calls on public finance, we would be foolish to

think this possibility remote. In my view, the most important roles user groups can take on involve two things. First, they must make

the case for continuing public support for rail. That case must, of course be realistic and well-reasoned if it is to convince. Second,

they must lend their weight to changes in rail practice which promise to entice considerably more people to use trains than do so at

the moment. The points are interconnected. Both require us to face difficult issues.

The case usually put for support rests on three planks. A train service, it is said, is socially inclusive, environmentally friendly and

economically advantageous. Unfortunately, we must recognise that, as things stand at the moment, each plank is distinctly wobbly.

Trains may be socially inclusive, but, if few people use them, their impact is small. If they load lightly, their environmental contribution

may even be adverse. Similarly, if the numbers they carry are small, the economic pay-off they offer may be negligible, especially

when seen against what other transport modes offer.

Impediments and clashes of interest

There are many who conclude from points like these that trains have had their day. Car ownership, they say, is now so widespread

that any significant resurgence of rail travel is improbable. I do not share their view. On the contrary, I believe that rail could play a

bigger part in meeting people's transport needs than it does now, even in areas as apparently unpromising as those served by the

Barnstaple-Exeter line. But I also say that this is unlikely to happen unless the full significance of the picture painted above is

acknowledged.

The factor common to each of the points noted above is the relatively low usage of our trains. User groups, I suggest, need to

identify the factors that work against greater use and campaign for their mitigation. Part of this involves listening to what people say.

With greater resources, well-conceived surveys could play an important part. Until these become available, however, less formal

approaches will have to do. But who should we listen to? People who already use the trains, yes. Even more important, though, is the

vastly greater number of people who do not. What I learn from such people may not be systematically gathered, but this does not

make it invalid. I want to draw attention to three things especially.

The first is a widespread perception that rail travel is expensive. Where this is valid, an urgent task for user groups, I suggest, is to

press for more attractive fares. But where it is not, as, for example, with South West Trains' £23 Barnstaple-Waterloo Apex Return

or Wessex Trains' facilities for group travel, then we need to bring such bargains to wider notice.

A second relates to the railway companies' catalogues. Yes, I do mean catalogues: those brochures of the train service you need to

use if you want to travel from anywhere to anywhere. People speak of their minuscule print, copious footnotes, the Friday extras, the

Saturday exceptions and much, much more: in short, of the timetable brochures as obstacle courses. Easier by far, they say, to take

the car. Here, then, is a further task for user groups: bang the drum for more user-friendly timetable brochures, call them what you

will.

Beyond the brochures, however, is the service the trains offer. It is here that overwhelmingly the greatest problems for user groups

lie. For, when you ask around, it quickly becomes apparent that different people want different things. For example, those who live at

the Barnstaple end of the North Devon line want a fast service to Exeter. Without it, they say, they will stick to their cars. Many of

those who live elsewhere, however, are less concerned about speed than about whether their local station has a service at all.

Perhaps the only thing all have in common is a desire for more trains, each one of which serves the particular station of their choice,

runs to a timetable that is easily memorable and, for those travelling beyond Exeter, connects smoothly with main line trains in every

direction.

Rural rail and the real world

The immediate problem that a user group must face is that all these demands cannot simultaneously be met. On the North Devon

line, for example, trains cannot be both fast and serve every station, or even most of them, especially when an hourly service is the

goal. Nor can all trains connect. How, then, should a user group respond to such a conundrum?

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

this, I would mention four things especially.

First, understand the political reality. The key point here has already been mentioned: lines like ours operate only with substantial

support from public funds. The consequence of this is that they must justify their existence, not just to rail users, but also to the public

at large. They can do this most effectively when the numbers using them are seen to be large.

Second, recognise that trains are better at doing some things than others. They are good at carrying large numbers of people quickly

over relatively large distances. By contrast, they are an expensive way of carrying small numbers of people, however far they wish to

travel. Insist on trains doing what they do badly, and you may end up preventing them from doing what they might do well.

Third, attend to the relationship between the rail routes you are interested in and where people live. With regard to the North Devon

line, two features stand out. The overwhelming majority of the people it serves lives in and around Barnstaple. Of the rest, other than

at Crediton, most are spread thinly in much smaller communities along the whole length of the line.

Fourth, and again with the North Devon line in mind, note that, of those who live in and around Barnstaple, few use the trains. Since

the numbers who live within striking distance of the station are large, however, the potential gains to rail are substantial. Similarly, of

those living elsewhere, few use rail. Their numbers, however, are relatively small. Even with a substantial switch to rail, the gains

could not be great. Moreover, if they could only be secured by maintaining a high level of service to all or most of the lesser stations,

then the much larger potential of Barnstaple would go forever unrealised.

Railheads ahead?

The implications of this brief analysis are clear. If we are serious about the need for a substantial increase in the numbers of people

who use the North Devon line (and I think all who wish to safeguard its long-term welfare must be), then the first objective of those

who shape its timetable must be to make the service it offers to Barnstaple more attractive.

Does this mean that those who live in the smaller communities along the line should be left to their fate? I think not. But here I must

make one condition. It involves reducing the eleven intermediate stations along the line to a maximum of, say, five. Let each of them

serve as a railhead for its surrounding area. Give each the full service offered to Barnstaple. Let each enjoy Barnstaple's speedy

trains, rather than a painfully slow service of trains slowing or stopping at every conceivable halt or the patchwork of possible halts

offered by the current timetable.

For some of those who already drive or are driven to their local stations, such a service would add but little to the road portions of

their journeys. The disadvantage of this might be more than outweighed by the attractions of a fuller, faster service, a service that

might, moreover, entice more users on to rail. And for those without access to cars (who should rank highly in our priorities), is there

not scope for a little creative thinking about taxi-buses or other devices that could link them to their nearest railheads?

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

John Gulliver

Fares Maze

I trust that both my regular readers recall that any article written under this heading contains an Extreme Health Warning. Although it

is believed that the information given is accurate at the time of writing, it should not be relied on without carrying out an independent

check.

Virgin bargains continue to be available. I recently travelled to Liverpool and paid £9.90 for a single journey. When I wished to visit

Derby, John at Barnstaple station advised me to buy two single tickets, one for the outward journey, one for the return. Each ticket

cost £10.55 so the return trip was made for £21.10. This journey was in fact made by our chairman John and myself in order to

attend the Association of Community Rail Partnerships (ACORP) conference.

Two days before, when John was addressing a meeting (an excellent speech, very well received – catch it if you can) he mentioned

the £21.10 fare to Derby. This was greeted with gasps of astonishment. Pleasant, because the information was given to a wider

public, sad because that public happened to be delegates to the Cornwall Rural Transport Partnership conference!!

In my last Fares Maze article I referred to the bewildering choice of Virgin return fares between London and Carlisle ranging from

£277 to £19.34. This time I am dealing with the Midland Mainline from Sheffield via Derby and Leicester to London. There are no less

than 13 separate fares for First Class and 12 for Standard, all returning in one month. The most expensive First Class return fare is

£183; travel when you like, enjoy the breakfast, newspapers etc, and take advantage of the 34% Railcard discount if you can. A First

Saver is £102 travelling on off peak trains, again with the benefit of a railcard if appropriate. All remaining examples need to be

booked 7 days ahead and travel is on specified trains with no discount; First Capital £31, First 2some (two people travelling together)

£54 (of which more anon), First 4sight (four people travelling together) £82. Standard class are similar, an open ticket is £105, Apex

£29, 2some £36, and 4sight £48.

There is also a Senior ticket at £16. Amazingly both First and Standard Senior tickets attract a railcard 10% discount, thus I (being

an old folk with card) can travel from Sheffield to London and back for £14.40, or in the luxury of First Class for £25.50. All this for a

return trip of 330 miles.

Something to remember when travelling Virgin; what used to be called "usually reliable sources" tell me that if you buy your Standard

ticket on the internet you can, on certain trains indicated on the web site, then upgrade to First regardless of the length of journey,

and on any day of the week, the charge for this being £15 each way. Clearly a bargain if you are travelling for example from Exeter

to York, or, if it is a Saturday in August, from Exeter to Cheltenham. This upgrade is subject to availability. Please tell me if you have

any difficulty with this as is sounds too good to be true.

Hugh Butterworth

Dartmoor Sunday Rover

Now that the new summer timetable provides a proper connection at Crediton between the Barnstaple line and the Sunday

Okehampton service for the first time, members of the group are invited to join a Sunday outing to sample the possibilities of the

Sunday Rover Ticket. The date selected is 18th July and the timings will be:

Barnstaple dep 10:45 Okehampton dep 16:15

Crediton arr 11:37 Crediton arr 16:42

Crediton dep 11:41 Crediton dep 16:45

Okehampton arr 12:09 Barnstaple arr 17:45

Options at Okehampton are:

Bus 187 to Tavistock via Lydford and return (approx 1½ hours in Tavistock)

Bus 174 to Moretonhampstead and return (approx 1½ hours in Moretonh'td)

Bus 174 to Widecombe and return (round trip)

Bus 318 circular via Winkleigh, Rosemoor, Hatherleigh

"Dartmoor Pony" train service to Meldon Quarry — if you are feeling energetic details can be supplied of a 5 mile circular walk

from the Quarry station.

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

Tony Hill

Station Gardens Competition

As regular readers will know it has been the practice of the group to fund and organise a station garden competition each year as a

means of ensuring that users of the line and its intermediate stations, both local residents and tourists, benefit from a more pleasant

environment, and can have a certain amount of pride in the line. Unfortunately, for the same reasons as the temporary disappearance

of the magazine, time is running out to organise the event for this year...unless some of you in the membership can help me out.

If you have been involved in the past, or would like to become involved now, in spending a small amount of time brightening up your

local station, please contact me as I have offered to carry out the organisation, as well as getting involved at my own local station.

With willing volunteers it could be possible to make a start even at this late (in gardening terms) stage and produce worthwhile results

so that the competition could go ahead, but more importantly so that stations that could be looking a little neglected could be greatly

enhanced. Please give a thought to this as we would not wish to see a regular event such as this fall by the wayside.

Andy Hedges

Freight Matters

It is rumoured that North Devon District Council intend to remove the area reserved for freight at Barnstaple. Developments in the

movement of freight are taking place all the time, the diesel multiple unit and the Freight Bus being only two examples. With the use

of container traffic all that is now needed is a single line siding, hard standing alongside, and a lorry access. A crane bearing lorry

would simply transfer the container and leave. Companies such as Asda, Morrisons, and Marks & Spencer are beginning to use rail

transport, and the road haulage industry are concerned about rising costs and driver shortages, which makes railfreight more

competitive.

For the Barnstaple line we are looking maybe twenty years ahead, but if the authorities had only looked fifteen years ahead we might

have had a Tarka Trail alongside a Tarka line to Bideford. The inhabitants of Torridge would then have had an alternative to an

increasingly congested link road.

Hugh Butterworth

Meeting with Devon County Council

On the 3rd of March representatives of NDRUG met with Dr Ian Harrison the Deputy Environment Director of Devon County Council:

What do DCC see as the future role of the North Devon line within the total transport system?

DCC are supportive of rail especially where there is a prospect of success, this includes the North Devon line, but the Okehampton

line is doubtful. The railway has an important role to play in bringing people into both Barnstaple and Exeter, which suffer from acute

congestion; tourism also figures significantly in this. We were asked for our views of what the problems are and we gave examples of

problems in serving smaller communities versus the main flows, perceived journey times, and fare levels which, from the discussion,

seem to be much higher than on the Exmouth branch.

Will there be any Transport Plan bids for improvement?

The transport plan concentrates on improving station interchange, e.g a scheme for Exeter St Davids. This is because local

authorities are encouraged by government to deal with non-operational matters. However DCC would be willing to consider financial

assistance for improvements at Eggesford if asked, but they have not been approached; is seems at present to be a matter for

Wessex Trains and Network Rail who are looking at various options. Salmonhatch is not considered a priority at present by Network

Rail, the most recent estimate for installing barriers is prohibitive and does not represent value for money.

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

DCC have always considered a regular hourly service to be the optimum and recognise that there has to be a trade off in terms of

stopping patterns. Nevertheless Ian Harrison is firmly of the belief that the timetable should be constructed to allow access from the

smaller communities to Barnstaple and to Exeter. To achieve this it may be necessary to introduce skip stopping or reduce the

number of stations served.

Co-ordination with bus services

So far as bus services are concerned, he agreed that it would be sensible to look at these, but stressed that there is little they can

do but suggest, where a commercial service such as Turners is provided. He did say that they were always willing to look at serving

a number of stations with Taxi buses or other low cost options.

The need for surveys

We explained that as a group we are having great difficulty in reaching a unanimous view about the timetable and how best to serve

local communities given the operating constraints. We felt that a fairly comprehensive survey needs to be undertaken among users,

and especially non-users, to establish why they do or do not use the train, what might persuade them to change their travel habits.

Given that most people drive or are driven to the station, what their view would be if a number of stations were to be served by one

parliamentary train per day (or closed altogether), but a nearby station would be served by all trains. Ian agreed that such an

approach would be very helpful and agreed to consider what may be done and will get back to us. We did say that although we were

not able to mount such a survey, we would as a group be pleased to assist.

John Phillips

Fares to Waterloo

Both my regular readers will know that I try to promote the £23.30 Apex return from Barnstaple to Waterloo. South West Trains have

verbally confirmed that this fare applies to ALL trains leaving Barnstaple including the 06:42 which gives an 11:23 arrival at Waterloo.

Hugh Butterworth

Notes on Railfuture meeting

The only item that specifically referred to the Barnstaple line was my own report on the proposed new timetable. George Palin of

Crediton welcomed the possibility of an earlier first train at Crediton and the meeting in principle approved the idea of a clockface

service. The question was raised regarding the middle section of the timetable, which is a two hourly clockface, as to what happens

to the trains from Exmouth when they arrive at St Davids and are not required to continue on to Barnstaple?

The Newquay branch may have a two hourly service next summer and there is a call for a daily London train instead of only at

weekends as at present. The doubling of the Probus – Burngullow section has now begun, with completion due in December. One

obstacle to a better service is the distance between signals on the West Cornish section. A suggested clockface service for St Ives

will probably wait until the main line service is settled. The park & ride at Lelant Saltings is inadequate in the summer. Morning peak

trains on the Falmouth branch are so full that two conductors are needed to collect fares. While objective one funding may be

available for improvements, it would have to be matched by the County Council.

It was alleged that that the whole of the South West region's £200 million road investment would be spent on dualling the A30 and

creating a new road to the Eden Project. It was estimated that traffic flow would increase from 25000 to 37000 vehicles per day.

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

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

Torrington to get passengers to Umberleigh?

Clockface services will appear in various places. There will be a half hourly service between Weston-Super-Mare and Worcester,

with alternate trains continuing to Taunton.

The London and Western Railway Company franchise bid was discussed, and one idea was for a 12 car 158 type train from

Paddington with through sections for Barnstaple, Exmouth, Newquay, Falmouth, and St Ives.

Hugh Butterworth

Tarka Line Working Party

This a group organised by Devon County Council and administered by Devon & Cornwall Rail Partnership (D&CRP). It meets three

times a year, in rotation, in Exeter, Crediton and Barnstaple, and is open to local authotities and other parties such as NDRUG.

At the meeting on 10th March Richard Burningham of the D&CRP gave a report covering the past four months. The Community Rail

Development consultation paper reported on elsewhere in this issue is to be discussed by the TLWP, and its views, together with

those of all other working parties coming under the D&CRP will be forwarded to Chris Austin at the Strategic Rail Authority. A copy of

our our response as a group has been enclosed with the magazine.

I hope that you have all seen the leaflets "Take a Trip on the Tarka Line" and "Take a Train Trip from Barnstaple". I am particularly

pleased with the sample list of fares given in the latter leaflet. The committee is very keen that details of these fares are given as

wide a circulation as possible. The Tarka Line together with the other branch lines in our area appear in a new title in the "Iron

Roads" series, a useful publication if you enjoy train travel.

The Association of Community Rail Partnerships (ACORP) has selected Crediton as one of the twelve 'Gateway' stations. They will

advise on what further can be done to promote use of the station and the station facilities; this is greatly to the credit of David

Gosling, Linda Rogers, and others who have done so much work at Crediton.

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

been done, including improvements to Pill Bridge, which is the first river bridge outside Barnstaple. The EWS freight company has

been asked if they are interested in bringing materials for Barnstaple's downstream bridge in by rail.

For a long time our Chairman has been asking for a bus stop to be provided at the bottom of Sticklepath Hill in order to provide

access to Barnstaple Station via the Tarka Trail without the need to cross the busy main road. Devon County Council now seem to be

likely to proceed with this.

Taxi buses were used in some parts of the country (one was available for Yeoford during the recent line closure) and we asked if

these could be considered for places such as Chulmleigh and Chawleigh. Another request was for the Emergency Help machine on

Barnstaple stationto be repaired as soon as possible.

The present 09:00 train from Barnstaple can be used with cheap fare tickets, and we asked that this concession be extended to the

08:55 in the new timetable. Wessex confirmed that the first train in the new timetable, the 06:42, would connect with the Penzance–

Paddington service allowing arrival in London at 09:59; there was also confirmation that there would be extensive advertising of the

new timetable, and we were able to help with local knowledge. Wessex reported that 224,00 passengers used the line in 2003, 2½%

up on 2002 and 13% up on 2001; however these figures are distorted slightly by line closures and in the case of 2001 by flooding. At

previous meetings we had asked for greater promotion of the Devon Railcard, and Wessex confirmed that this was now being done.

The one disappointment of the meeting was the non-appearance of any representative from North Devon District Council, and it is

very rarely that this council is represented. The Tarka Line Working Party wants to encourage tourists to the area, and also other

visitors such as those attending conferences in early and late season, so why is the council so uninterested?

Hugh Butterworth

Bus Links

Informed sources have advised us that the bus connections from Bideford and Ilfracombe are being retimed for the summer

timetables to connect with the 06:42 train out of Barnstaple.

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

Station at 0640.

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

Neil Sunderland

A Pleasant Day Among The Avocets

Nowadays it is but rarely that I come across a new experience as I trundle through my eighth decade; however

one bright Friday I did something which I had never done before, I purchased an old folks cheap day ticket from

Exeter St Davids to Exeter Central! Surprisingly I did this when travelling from Barnstaple to Kingsbridge. The

reason: I was already committed to my journey when Wessex Trains kindly invited NDRUG to be represented at

the launch of the Avocet line, which is the name now given to the line between Exeter and Exmouth. My ticket

cost 45 pence and although not unique, I still regard it as something of a collector's item.

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

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

Also among those invited were members of Exe Estuary Management Partnership, RSPB, Exmouth Chamber of Trade, Sustrans, the

Rail Passenger Committee, the Environment Agency, network Rail, English Nature, and a Colonel of Royal Marines from Lympstone

whose members contribute considerably to the passenger numbers. Last but by no means least was a marvellously arrayed

gentleman who turned out to be the Exmouth Town Crier.

Wessex have now completed the £1 million pound refurbishment of their two coach 150 fleet, so when the 11.20 arrived it comprised

the Avocet line's own train and our own Tarka Belle with the delightful view of Appledore at sunset taken from Instow.

As an experienced traveller I was able to secure a window seat (with table) on the right hand side facing the direction of travel. I was

joined by an employee of the Times newspaper, who, even by my standards, could be described as elderly, and belonged to a more

gracious part of that newspaper's history. As he was an avid birdwatcher he obtained added enjoyment from the day.

The journey from Topsham to Exmouth is really delightful, running as it does alongside the Exe with views across to the other bank

and the foothills of Dartmoor. Various improvements have been made to the line, there are new shelters at Topsham and Exmouth,

also new platform signs, benches, and litter bins (Barnstaple please note), and the stations have been repainted. The line logo now

features an Avocet. A photographer on board alighted at each station in order to take pictures of the name with its new logo. At

Lympstone Commando he took his photo much to the annoyance of the security guard; fortunately the marine sentry cradling an

automatic rifle took a more relaxed view of the trespass, otherwise Wessex trains might have been able to introduce a new concept

of air conditioning to the rail network.

On arrival in Exmouth there was a welcome from the Mayor, and the Director of Public Affairs of the RSPB; the Chairman of the

Exmouth Town Management Board then unveiled a commemorative plaque. Most of us declined the offer of a lift and walked by the

river to Exmouth Dock where we boarded the boat that would take us to Topsham, a very pleasant journey indeed. A member of the

RSPB gave a very learned description of the various birds along the way, and a creditable description of the trains passing between

Exeter and Dawlish. I now know an easy way to distinguish between a Black Tailed Godwit, and a Bar Tailed Godwit, a piece of

intelligence that had previously eluded me.

An excellent buffet was served during the journey, and as we approached Topsham we saw two groups of Avocets and I realised

that I had almost forgotten how graceful and attractive these birds are. On arrival at Topsham a brisk walk took us to the station and

a journey to Exeter St Davids.

I would like to thank Andrew Griffiths and Wessex Trains for a most enjoyable day; Wessex have clearly established a good working

relationship with the other bodies interested in the Exe estuary, and have also succeeded in increasing the annual passenger numbers

to above 800,000; we look forward to the day when they can celebrate the "Magic Million".

Hugh Butterworth

Barnstaple 150

An old engraving of crowds gathered on the Longbridge

on the day the railway came to Barnstaple

LOCAL groups and businesses are being urged to get on board to celebrate the 150th anniversary of

Barnstaple Railway.

On Sunday, July 11, two parades will be held to recreate the events of one-and-a-half centuries ago when

the first train pulled into the town station.

The first will be a re-enactment of the original procession, copied as closely as possible and featuring all

facets of Victorian town life, including the Mayor, councillors, aldermen, masons, police, clergy, magistrates

and representatives from crafts and trades.

It will make its way to the station, where one-and-a-half hours later a parade celebrating modern Barnstaple and representing today's

companies and organisations will leave to make its way back through the town.

Various events are planned, including a special train from Exeter, entertainment and refreshments. It is hoped to include a

performance by the Cedar's Show Band and a pig roast on the mosaic site at the riverfront. The celebrations are being organised by

Barnstaple Town Council, which is hoping as many people as possible will turn up on the day to take part in either the Victorian or

modern processions.

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

organisers.

An exhibition of the railway's arrival in North Devon is being held at the Museum of Barnstaple from April 3 to May 15. It will cover the

whole area and show the part the railway played in opening up the region to tourism and industry.

NDRUG and Barnstaple 150

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

Patrick Adams

Isambard Kingdom Brunel and the Virgin Voyager

During the 1830's Brunel built his railway from Bristol to London. The timetables were naturally influenced by stagecoach travel which

journeyed from pub to pub, of more accurately coaching inn to coaching inn. They thus decided to introduce a meal break at Swindon

and thanks to an agreement with the restaurateur the stop became compulsory and eventually a by word for poor food.

Virgin introduced their Voyager trains with a timetable which proved to be hugely optimistic. Trains struggled to pass through

congested areas like Birmingham and Leeds, and sometimes were so late that they were turned back short of their destinations, to

the inconvenience of passengers.

Now a more realistic timetable has been introduced, more Voyagers are running on time (83% in January). To ensure this it is vital

that trains arrive in Birmingham as scheduled, and it therefore follows that they must leave Bristol on time. To achieve this trains are

allocated a waiting time at Temple Meads.

I encountered this when catching the 14:15 train from Exeter to Glasgow, which caught me unawares by arriving at 14:10. We

reached Bristol three minutes early at 15:10. The train manager then announced that the train would depart at 15:28 and until then

passengers were at liberty to leave the train and enjoy the fleshpots of Temple Meads (he did not put it quite like that). Passengers

alighted and some discovered the pleasant and distinctive café on platform 3.

The wheel has thus (appropriately) turned full circle and Mr I.K. Brunel, with memories of Swindon, would have enjoyed his visit to

Temple Meads. He would, however, doubtless have been shocked at having to pay £1.60 for a cup of coffee!

Hugh Butterworth

News from along the Torridge

At Bideford the replica signal box, built on the site of the one demolished in 1968, has now been fitted with a lever frame obtained

from an S.R station in Hampshire, together with an instrument shelf and track diagram. Due to lack of space the signal box also does

duty as a museum and sales centre.

The ex S.R 1942 luggage van has been re-fitted internally as an historical interpretation centre and the exterior is being refurbished

and repaired. The ex B.R standard good brake van has also undergone bodywork repairs.

At Instow the original LSWR signal box has won the "Carrillion Award" as part of the Heritage Railway Association Projects, for the

restoration carried out on it, and its present use as a visitor centre. A plaque will be unveiled on the site on Saturday 5th June at

10.30am.

The group is still awaiting the relevant permissions to operate passenger rides at Bideford, and are also still awaiting the arrival of a

class 121 railcar which is being loaned by Chiltern Rail.

Forthcoming events are:

Spring Bank Holiday (Sunday 30th May) - 3rd Annual Transport Rally at Bideford station and adjacent riverside at Brunswick

Wharf with rail, road, and shipping on display

Sunday 15th August- Bideford station annual open day. Display of railway and road items, open top bus rides, and train rides if

approved by then.

Alan Wilkinson

Bideford and Instow Railway Group

Railfuture's 25th National Conference of Rail Users

Early in November I attended the Railfuture conference, travelling, I am pleased to say, by train. During the day the Chairman was

interviewed by three local radio stations. One of the first questions asked was 'what complaints were aired by those attending?' ; a

typical negative media approach.

Thus is was pleasant to hear a more balanced view of the industry; to be told, for example, of the success of the new Norwich-

Cambridge service which now carries 1500 passengers a day. Of these, 44% formerly used cars for their journeys. Since 1994/5

passenger kilometres have increased by 38% (more I suspect through frustration with the road network than anything else), the

highest since 1946. Freight kilometres are up by 50% and train kilometres by 20%. We hear little about freight but the increase has

removed 5.6 million road journeys each year. The railway now carries 75% of solid fuel deliveries, 30% of metals, and 20% of

petroleum. In this context it is disappointing to learn that North Devon District Council are considering re-allocating the land now

reserved for a freight terminal near Barnstaple station. With the new methods of moving rail freight, and ever increasing congestion

on our roads, any such decision will, in twenty years time, look extremely short sighted.

The daily number of passenger trains is now 18,885, but the punctuality rate is only 80%. The RPC meeting in Bristol in the summer

outlined various proposals to tackle this problem. We will wait with interest to see how successful these are.

A surprising 78% of travellers to London use rail, as do 55% of those who journey between Newcastle and Manchester; this figure

drops to 40% for journeys between Manchester and Leeds. Only 27% of passengers using Stansted Airport travel by rail, but

hopefully this will increase as a result of the recent upgrade of the line from London.

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

We were told that 80% of delays were caused by infrastructure, a figure that will hardly gladden the hearts of Treasury Ministers as

requests for more investment continue to arrive.

The government is developing a new strategy for cycling that is going out for consultation, and in which rail will play a part. Hopefully

this will be remembered when the new Greater Western franchise is put together, and space for cycles (and prams and surfboards)

will be made available in new trains.

Various authorities have shown rail initiatives, Hampshire County Council have increased school journeys by rail by over 600 a day,

and is also hoping to establish commuter traffic on the private Mid Hants railway between Alresford and Alton.

One of the pleasant features of the day was to meet people from other parts of the country, like the man from Wakefield who

reminisced fondly on his holiday on Lundy. I had a very interesting conversation with a man from the Wensleydale Railway. This

company has leased the line from Northallerton to Redmire which is only used very occasionally by the M.O.D to transport heavy

vehicles to Catterick camp. This is not a heritage operation, and a service was started in July over part of the line designed to serve

the community, both local and tourist. Next year the company plans to use the line right through to Northallerton in order to connect

with the East Coast mainline. To achieve this three passing loops will have to be put in this winter, and to think that network rail is

unable to put in two loops between Salisbury and Exeter in order to give an hourly service between Exeter and Waterloo!

Hugh Butterworth

Advice to the Vertically Unchallenged

If like me you are 6' 4" (or 1.95 metres if you insist) and have travelled on Virgin Cross Country trains, you will know that some seats

are uncomfortable for long journeys. There are two type of Virgin Cross Country trains, Voyager with four coaches (A,C,D, & F) and

Super Voyager with five (A,B,C,D, & F). Coach A is club class (First to you and me), and I would have thought that all seats in this

class would have adequate leg room, but apparently seats 5,6,9,10,13, & 14 have more room than the others. The seats to aim for in

coaches B and C are 57 to 68 inclusive. In coach D aim for 51 to 62 inclusive, and in coach F (the Quiet Zone) seats 3,4,7,8,11, &

12. (A seating plan is now available at Barnstaple Travel Centre).

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

windows!

Andy Hedges

And now for something completely different

Until 31st May First Great Western are offering a 2 for 1 visit to London, 2 nights in a Thistle Hotel for £32.50 per person per night

and 2 for 1 entry to 26 top attractions including the Royal Botanic Gardens at Kew, London Zoo, Kensington Palace, The Globe

Theatre, The Cabinet War Rooms, Wimbledon Lawn Tennis Museum and the Salvador Dali Universe. For the inner man (or woman)

there are 2 for 1 offers at Deep Pan Pizza, Harry Ramsdens, Bonapartes Café Bar at Liverpool Street, and tea or coffee at 18

Upper Crust cafes. Last but not least there are 2 for 1 ticket offers at 10 West End theatres.

A day trip might be difficult to organise, but with a two night stay it should be possible to take advantage of First Great Western's

£29 return, your only problem being that you only have 4 vouchers to use!

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

Hugh Butterworth

Would you let the train take the strain?

Your employer requires you to travel from Barnstaple to Torquay for a one day conference, would you:-

(a) go by train

(b) take your car

If (a) you would leave Barnstaple at 07:47 and return at 19:00, your employer will reimburse you for your train fare and any Taxi

fares in the Torbay area.

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

your own time.

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

taxpayer?

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

Hugh Butterworth

The May Timetable

Here you will find details of the new Summer timetable, and we would appreciate some feedback on it from the membership. This

article is not intended to praise or criticise, since that is for you to do, but simply to point out the differences. The one big change is

that the weekday timetable will now run from Monday to Saturday [see footnote], but Members will note that there is no change to

the timing of the last train from Exeter.

The first train from Barnstaple at 06:42 offers new connections at Exeter, it connects with what used to be called 'The Golden Hind';

arriving as it does at 09:59, it gives a journey time from Barnstaple to Paddington of just over 3¼ hours. We have received criticisms

in the past from the business community that there is no early arrival in London, so we will now see whether that community responds

to this change. Perhaps a more relevant connection (perhaps for old folk like me) is the opportunity to arrive at Waterloo at 11:23

with the help of an Apex £23.30 fare.

It will now be possible to arrive in Plymouth at 09:15 instead of 10:25, but one surprising feature is that there is no connection to

Torbay, so if you wish to go to Torquay you might as well have a lie in and catch the 07:47. The summer Virgin timetable is not yet

available but the 06:42 connects with the first Virgin service which arrives in Edinburgh at 15:21. It is unfortunate that the first Virgin

services from the North do not arrive until the Tarka Line becomes a two hourly service as this results in poor connections at Exeter.

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

Also some of the turnround tomes at Barnstaple are very tight. For example only 3 minutes in the case of the 09:48 arrival, and 4

minutes for the 11:48 arrival. Looking at the timetable from Exeter, is there really no demand to travel from Copplestone or Morchard

Road to Barnstaple before early evening, or from Yeoford before lunchtime? And do passengers prefer to catch the 09:57 from

Barnstaple at Chapelton in preference to Umberleigh? – we want to hear from you on these and other matters.

Hugh Butterworth

This is not strictly correct: the departure and arrivals at Barnstaple on

Saturdays are broadly the same as Mondays-Fridays, but there are subtle

differences, especially in stopping patterns.

Readers Write

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

The theme, attracting more passengers, is a difficult one as it defies

logic. The public is an irrational beast and I often recall a remark of

the late Air Chief Marshal Lord Dowding - "If you wish to influence the

mass of the people it is useless appealing to their reason". So what is

left? Probably only inane advertising on the lines of commercial

television which is clearly designed by morons for morons; I suppose it

works but it defies comprehension.

Price seems the most potent factor, the key to the dominance of the

supermarkets; yet people happily chuck money away on petrol without a

thought. Generally I think instilling a habit by constant promotion to

make it fashionable brings results, most people in the provinces have got

out of the habit of using trains even when available.

In the case of the Tarka line and rural routes and stations I think it is

quite wrong to try and cost these in isolation, rather like picking bits

out of an hors d'ouvre; they must form part of the whole. Contributory

factors and side issues are involved, and statistics are unreliable, often

influenced by the answer at which one wants to arrive.

I have known Bedwyn on the Thames line for many years, not long ago it had

suburban DMU's and an erratic service with few commuter cars outside.

Today it has a regular interval service, turbo units, and the car park is

packed to overflowing. For North Devon to rely on a fragile branch line is

a growing absurdity, it demands main line status, and environmental

factors are beyond price.

John Hillier

Burnham on Sea

Thank you for my copy of the newsletter for February 2004, and your

invitation for comments from members. I overwhelmingly support the policy

that the larger conurbations, such as the Barnstaple "catchment area"

should be given priority when planning North Devon Line services. It must

not be forgotten that Barnstaple station is also the railhead for Bideford

and Ilfracombe which both, illogically, lost their rail links thanks to Dr

Beeching, and for smaller settlements such as Braunton and Torrington as

well.

For many North Devonians a frustrating road journey of anything up to 20

miles faces them between their home and Barnstaple station. Furthermore

practically every part of the Barnstaple "catchment area" has seen a huge

expansion in housing in recent years unlike stations between Barnstaple

and Exeter.

The North Devon Line is actually a truncated part of the Waterloo - Exeter

main line and is very much in a class of its own. Whilst it may no longer

be classed as a "main line" it certainly does not deserve to be referred

to as a "branch line". Many of the settlements between Barnstaple and

Exeter have been anything but supportive, as witness the mass uproar

against radio masts and complaints about night time track renewal work.

An important feature of any new local timetable has to be a much earlier

departure from Barnstaple and a much later night time arrival, with the

long term aim of a through train service to and from London which both East

and South Devon enjoy.

Alan Wilkinson

Northam

Whilst unaware of the precise reasons for David Gosling's resignation, I

might, given his position, have done similar, but for a different reason.

Page two of the newsletter lists ten points, yet no indication is given to

the vitally important last train from Exeter, is it proposed 7pm, 8pm, 9pm,

10pm, 11pm? In the July 2003 edition of the magazine I stressed the need

for a later train, not least as 17 mainliners arrived at St Davids after

the departure of the last train from Barnstaple. However I have often felt

frustrated at the lukewarm support I have seemed to get from the group. The

failure to mention this most important point seems to illustrate this.

However it may or may not be of interest that on Saturdays Wessex trains

have improved the last train timetabled from Central at 20:20 and St Davids

at 20:37 to now depart at 20:49 and 21:12 respectively. This small but

welcome improvement would seem to have been brought about by the company

unilaterally, without influence from the group, but perhaps some

individuals. Whatever, the action is appreciated.

You may be aware that the North Devon Grecians started from scratch last

summer to over 100 members now. I have promoted the Tarka Line at meetings

and wherever else possible, and it is pleasing that the number of customers

using the line on Saturdays has increased as a result; staff at Barnstaple

station have been pleased to thank me. Of course the lack of a sufficiently

late train prohibits use for evening matches.

Barrie Britton

I was interested in the contents of the February newsletter, regarding the

Wessex Trains proposals for the North Devon line. For many years the very

survival of the line has been in some doubt and the proposals to enhance

the timetable appear to indicate a real commitment on behalf of the

operators - surely it is to be welcomed.

For the North Devon line to survive, indeed for any rail system to survive,

it must compete with other forms of transport. Many of the Wessex Trains

proposals seem to be to make the line more attractive and therefore

competitive - but they must be workable. What is particularly attractive to

me as an individual who tries to use rail for business trips out of the

county, would be the hope of catching a train from Barnstaple rather than

driving to Tiverton or even Taunton.

The downside is the service to small and infrequently used stations, I

would probably suggest that if we were building a railway in the Taw valley

in 2004 we would probably not put some of the stations where they are now;

we are left with an historical legacy reflecting North Devon of the late

1800's. People in isolated communities will no longer pop in their cars to

drive a few miles to a minor station when for a few miles more they can

reach a moderate sized station with perhaps better parking/security etc.

Of course not everybody owns their own car or has access to one, and

perhaps what we should look at is an integrated transport strategy with bus

links between the communities served by the smaller stations to in part

compensate for their reduced provision under the new proposals.

As you can probably guess, I am pretty well in favour of the Wessex Trains

proposals. The operators are presumably in possession of the data

reflecting actual line usage at present and although this is rather chicken

and egg, its circulation amongst the membership could further inform the

debate. Who knows, if the line thrives the arguments for re-opening the

link to Bideford might be strengthened.

Jim Rhymer

Bickington

North Devon Line Usage Data

Usage of stations data Usage of stations graph

Wessex Trains

Membership Matters

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

New Members

We welcome:

Mr D.Dron, Ashreigny

Mrs J.D Scott, Eggesford

Mr J.Welton, Eggesford

Committee Meetings (Members Welcome)

Tuesday, 13th July at 17.15 - St Boniface Catholic Church meeting room, Crediton

Subsequent meetings to be announced.

David Smith