Table of Contents
Editorial
Chairman's Report
The Wessex Franchise
Proposals
What Should Be Done And
Why
The Waterloo-Exeter
Corridor
The Exeter Hub
The Cornish Branches
Cross-Country Local
Services
Main Line Local Services
The New Franchise Pattern
Economies Of Scale
Local Accountability
Postscript: Parochial
Considerations And The
Need For A Vigorous
Approach
News Update
North Devon Line - New
Summer Timetable
Up Services
Down Services
Station Gardens Competition
Forthcoming Events
The Atlantic Coast Express
Wessex Trains - Special
Meeting
Barnstaple-Waterloo Direct:
The Holy Grail
Virgin Cross Country - New
Voyager Services
Bideford to Barnstaple: The
Coup de Grace?
Readers Write
Membership Matters
New Members
Committee Meetings
Issue 11, July 2002
EditorialAt 16.18, on a wet Sunday in April, Serco DMU No. 960011
picks up the token at Crediton prior to undertaking
rolling stock clearance checks further west.
Picture: Richard Rogers
The Strategic Rail
Authority holds the future
of our line in their hands,
as is reported in detail in
this issue. We are living
through increasingly
interesting times and it is
largely a matter of
guesswork just how well
we shall come out of it.
Stability seems to be, not
so much just around the
corner, as several blocks
away. And as the
traveller finds when he
breasts one hill only to find another greeting him from its summit, the number of blocks do not
seem to be finite; as we round one we, too, find another! The length of time we have had to wait
for something to happen makes Godot seem like a good timekeeper! When will the SRA make
up its mind? And, will it please get it right?
We have not really indulged in nostalgia in this magazine before. An exception is made this time,
and I make no apology for it. Hugh Butterworth's contribution on The Atlantic Coast Express has
underlying implications for today's railway. We don't all look back to the past the rose-tinted
way; sometimes what went before really was not better than that currently on offer. Often,
however, it was. Do you enjoy driving round the South Circular? Are today's trains more
comfortable? Was a trip to Scotland on the Coronation Scot really less preferable than attacking
the M1?
It is often thought that recourse to reflecting on days gone by is a sign of burying heads in the
sand, ignoring the real issues that face our railway in the present day. It all depends how you do
it. In times past, it must be remembered, service patterns reflected different travelling patterns;
they were designed to best meet what the passenger required. The service on the North Devon
line was not so much better or worse than today's, as different. On the other hand, some things
do not, or at least should not, change. Comfort, for example. In an era when no attention was
given to attracting tourists away from their cars — few had them — carriages provided more
comfort and a clear view of North Devon's scenery. At a recent meeting the Group arranged
with Charles Belcher, Managing Director for Wessex Trains (see elsewhere in this issue)
Charles painted a future of increased services, new rolling stock and through trains to Waterloo
— one of which may be christened the Atlantic Coast Express. I shall look forward to that but, if
it is to be more than just a parody of what older generations once enjoyed, can I have a comfortable seat with more leg-room? Can I
see the North Devon countryside pass by my window? And can I have a meal at table? Why not? Why not bring back the notion of
rail travel being a special experience, instead of living continually in a blinkered world that still persists in the view that the minimal
facilities sufficient for shifting bodies from one place to another is the required policy and the only policy. Now, that is living in the
past.
David Gosling
Chairman's Report
I have been known to remark that the amount of work the committee is required to do can be challenging. I am very pleased to
report, then, that Jim Rhodes has very kindly agreed to join the committee, taking over the role of Press and Publicity Officer. This
will give the Group a point of contact with all sectors of the media, not to mention connections within the railway industry itself.
Assistance with tasks of this nature is invaluable and Jim's membership of the committee is most welcome. It will not only release
others to concentrate on their own responsibilities, but will enable this most important job to be undertaken in a far more thorough
way than has been possible in recent times.
It is getting nearer and nearer. Unless, of course, it begins to get further away again! The final decision as to the future of the
proposed Wessex Franchise is now in the hands of the Strategic Rail Authority — as it always was, of course — but by now that
august body is armed with the Rail Passenger Committee, Western England's report on the subject. The SRA asked them for it,
having changed their own minds as to whether they thought it was a good idea — having dreamed it up themselves in the first place!
And so it goes on. Hugh Butterworth's article in the last issue — Snakes and Ladders; A Tale of Frustration summed it all up
beautifully. We have been waiting, and waiting; waiting for a company to be given responsibility for our line after Wales and West
gave it up; waiting for a company to be given responsibility for our line after the SRA announced the Wessex Franchise; waiting for a
company to be given responsibility for our line after the SRA changed their minds again. We now wait for a company to be given
responsibility for our line while the SRA decide the future of the Wessex Franchise. We will then wait for a company to be given
responsibility for our line while a suitable bidder is appointed, or until the line is swallowed up in an existing franchise — or a revised
one! In the meantime, no-one is wholly responsible for our line — certainly not its future.
Wessex Trains press on, of course. But the company has no incentive to spend real money on the line; they are merely caretakers.
When will our line finally get the long term stability it deserves; a stability that will provide a basis for development and growth; a
stability that will permit of the improvements that are outlined in The Way Ahead; a stability that comes only within the umbrella of an
owning and operating structure that is known to be sound, has sufficient financial backing to bring results, and is expected to last
longer than five minutes — before the next changes are dreamed up? It is easy to become frustrated (in case you hadn't noticed)
over the whole sorry affair. Matters should never have reached this parlous state. Let us hope that this is the last reorganisation of
ideas that will beset the North Devon line and that, fairly soon, we shall know where we are heading. I can only trust that we will get
there soon, and that when we get there it is where we want and need to be. The SRA decision is crucial. Things could be so good;
they could also be ruined.
I hope London knows what Devon needs and gives it to us.
David Gosling
The Wessex Franchise Proposals
Below is printed the North Devon Rail Users Group's response to the SRA's request for interested parties' views on the matter of
franchise renewal. Committee (and other) members attended two of the four RPC meetings held recently in the West Country. These
meetings were designed to elicit local response and local opinion. I attended the Exeter and Salisbury meetings and have to state
that the Salisbury one was by far the most helpful, bringing forward ideas from more independent individuals than that held at Exeter.
At the latter venue, there was a lot of rehearsed speaking from representatives of various professional and governing bodies;
individuals whose views were already very much known to the RPC as they have almost constant contact with them anyway.
Introduction
When plans for a Wessex Franchise were first originated by the Strategic Rail Authority the reaction of members of the North Devon
Rail Users Group was largely appreciative. Gone would be the days of being an also-ran; part of a small, underfunded network the
responsibility for which had been relinquished by its train operating company, Wales and West, under Prism ownership and now, so
to speak, taken into care. Regardless of who assumed responsibility for the new franchise - for it is the strategy we are addressing
here and not TOC personalities - the inclusion of the Waterloo-Exeter line would ensure a link between the branches, fairly major
conurbations and the metropolis. We would no longer be out on our own.
This, apparently, may now change. It rather depends on the way in which it changes as to whether the Exeter-Barnstaple line could
benefit still further, or whether it is to be consigned once more to the backwaters of the national rail network and largely ignored for
another fifteen or twenty years. It is not just the North Devon line that is on trial here, however; there are wider implications. But if the
new franchise arrangements follow certain lines, themselves not absolutely rigid, then the changes would prove beneficial to all the
lines concerned, not just the North Devon.
Certain comments reported in the media and elsewhere to the effect that, since the renewal of the South West Trains franchise is
under way, this would make a split of the Wessex Franchise area (placing different sections under the aegis of different, currently
operating franchises, should this be desirable) difficult must be completely disregarded. If it is right that some lines should be placed
within what is currently the South West Trains area - or anywhere else for that matter - then this should be done. Similarly, any
changes that may be made to First Great Western/Thames Trains should continue if such changes are deemed desirable, and
Wessex franchise considerations live or die in conjunction with this as is necessary. You don't avoid doing something just because it is
awkward if it means condemning a large chunk of the network to having an inferior system for the next fifteen years. Slipping
something in somewhere just because it is easy is as ludicrous as it is irresponsible.
What Should Be Done And Why
There are several identifiable and discrete areas of operation currently extant within the proposed Wessex Franchise network. These
need to be looked at closely. They are particularly important within themselves, but each may - or may not - be tightly connected with
another. The first is The Waterloo-Exeter Corridor. Another is what is fast becoming known as The Exeter Hub. A third is The Cornish
Branches (which includes the Gunnislake Branch). A fourth may be identified as Cross-Country Local Services, namely Bristol-
Weymouth/Brighton and Reading-Brighton. The fifth includes Main Line Local Services, basically those either between
Swindon/Bristol-Penzance, Bristol-Cardiff or Bristol-Birmingham, plus the local services around Bristol. These are examined in turn
below.
The Waterloo-Exeter Corridor
First and foremost, Waterloo-Exeter services need to be independent of an operator also having responsibility for services between
Paddington and Exeter. The line requires development and significant investment if it is to reach its full, considerable potential, and
would benefit also from being part of a local network radiating from Exeter in order to encourage an inclusive role in the area it
purports to serve: the line should not simply go to the West Country, it should be part of it. A stifling facet of the current operation is
that the line is essentially a long siding snaking out from Salisbury (not even Yeovil, since there are no connecting services there!).
Upon reaching Exeter, some services should go on to other West Country destinations in order to foster the inclusion of those
destinations within a wider, diverse network. The franchise operator of the Waterloo-Exeter line should not be allowed to consider
that their responsibilities end at the Devon city, penetrating beyond with only a few lucrative services but no commitment to local
growth. The PSR should require that the franchisee play a vigorous role in the local area, helping sustain its development and
continued prosperity. Here as anywhere, cats seeking only the cream need not apply!
The Exeter Hub
The provision of a tightly-grouped nest of services between Barnstaple, Exmouth, Axminster and Paignton, with the possible later
inclusion of Okehampton, would significantly revitalise local rail transport in an easily defined area. The introduction of a discrete
pattern of regular interval services would establish a local, identifiable network, marketable as such, for the first time. Exeter to
Newton Abbot would benefit from these local services to Paignton together with those along the main line, the latter possibly being
provided by another operator. (This last aspect is dealt with below.) Those services to hub destinations not originating from direct
trains from Waterloo would be provided by a network of services large enough to form a coherent, strategic package. The usefulness
of such a network in promoting local mobility would be considerable. Some proposals shine: this is one of them.
The Cornish Branches
Unlike the Exeter Hub, the Cornish Branches are not geographically disposed to having a tight, inter-connecting network. Instead,
their individual functions are to provide local services between one end and the other (including intermediate stations, of course) and
connections at the non-terminus end with main line services. It has been stated that 80% of journeys originating on these branch lines
do not involve connections with main line services, the latter being, therefore, not too important. It should be regarded differently:
20% of such journeys, then, obviously do involve connections. This is more than enough to make branch/main line connections an
important consideration. Non-connecting passengers will have reached their destination anyway and so long as they arrive at
convenient times, admittedly, the fact that they go no further will, presumably, not bother them. The greatest likelihood of success
would be achieved if these services were placed under the same jurisdiction as one of the two current operators responsible for main
line services. There would then also be greater opportunities to include through services on these lines. Thus the main line operator's
responsibility for looking after local services as part of their remit echoes that of the Waterloo-Exeter operator in looking after the
Exeter Hub services.
Cross-Country Local Services
The lines between Bristol and Weymouth/Brighton are currently out on a limb. Though stemming from the Bristol metropolis, they
pass largely through others' territories, though they form no part of them. There are no connections at Salisbury to speak of. They
wave at Waterloo-Exeter services passing blithely overhead at Yeovil. The services would benefit from belonging to the same group
as those on the Waterloo line, thereby most likely resulting in an integrated service at Salisbury - much missed and potentially most
beneficial to movement around the different areas of central Wessex. Additionally, the Yeovil Junction-Yeovil Pen Mill link is long, long
overdue and should form part of the new PSR. There are also, of course, links at other major centres, including Southampton,
Fareham (Portsmouth) and Brighton. The Reading-Brighton service, too, starts at a major city but does most of its work through
areas currently under the control of another operator. What this indicates is that the inclusion of any of these services within a
northern franchise would be inappropriate.
Main Line Local Services
It is difficult to see how local services on the main lines between Birmingham/Cardiff and Bristol/Exeter/Plymouth/Penzance could be
best served other than by including them within an existing main line franchise. In this sphere at least, little can be gained by a divorce
and much by a marriage. A local passenger, able to use slow or fast services between, say, Plymouth and Penzance can only gain
by a sensibly-spaced service pattern owing nothing to selfish individual company requirements in respect of manning, pathing, rolling
stock deployment, etc., however necessary these may be under the present set-up. As before, however, the operating company
must be left in no doubt as to their obligations in this regard, with the new PSR ensuring compliance.
The New Franchise Pattern
The new railway stemming from the original Wessex Franchise concept - let us call it the Wessex Railway simply to facilitate
argument - should extend from Waterloo to Barnstaple, Exmouth, Paignton, and possibly, in time, Okehampton. It should embrace a
hub at Salisbury where connections are tightly controlled into services to Bristol, Southampton, Fareham and Brighton. At Yeovil
Junction, existing physical links should be upgraded to provide an interchange facility with Bristol-Weymouth services. At Exeter, a
hub of services should be developed between Axminster, Exmouth, Barnstaple and Paignton, with possible extension later to
Okehampton. Services from Waterloo should be at least hourly (one operator has, in the past, expressed a wish to see this figure
doubled; an admirable sentiment!). Services should consist alternately of semi-fast-fast and stopping services. Semi-fast trains
arriving at Exeter should have a minimum of six cars formed of two units. All or part of these semi-fast services should continue to
either Barnstaple, Paignton, Plymouth or Penzance. As applicable, rear portions should also proceed to any of these destinations, to
Exmouth, or should terminate at Exeter St. David's: Okehampton could possibly become the destination of some of these services at
a future date.
Outside this one fairly easily defined network, combining three of the above-described areas of operation, there exist two more. As
previously mentioned, although improvements could be made by careful co-operation between what is here termed the Wessex
Railway and existing main line franchises, the Cornish Branch Lines (including that to Gunnislake), together with all other main line
local services may be best managed by vesting control in an existing main line franchise. Unlike the service patterns described in the
previous paragraph, these two areas of operation are less obviously dealt with, especially the Cornish Branch Lines and South Devon
and Cornwall main line local services.
Economies Of Scale
It may be felt that the Wessex Railway would be too small to permit of commercial success; social considerations consequently
thereby also being thwarted. This should not be considered a foregone conclusion but, if it is felt that amalgamation is necessary,
then its inclusion within a currently extant franchise would presumably be the course decided upon. Should this be so then inclusion
within a southern-based franchise would be the only sensible option. Inclusion within a northern-based franchise would result in the
same operator having responsibility for both lines from London to the West Country, with disastrous results. This point cannot be
overstated. Minimum PSR requirements could be laid down for such services, but no TOC is going to concentrate effort on a line that
has been so much underfunded in the past, if a greater, more immediate return may be had by attending to the needs of a line
requiring less investment in bringing it up to a certain standard. The minimum will be done, but nothing more - and regarding it as a
useful diversionary route simply isn't good enough.
Moreover, an independent operator, or one having these lines as a major constituent of its total service pattern within Wessex, is
more likely to treat the lines with requisite importance than a franchise operator already having responsibility for what are essentially
competitive services, and for which the inclusion of these lines would represent only a limb of their total activity.
In addition, the Wessex area of operation centres chiefly around the needs of the southern community - by definition. The northern
area, very properly, already has its own constituents to look after. The Wessex Railway, as envisaged, probably does not have
enough in common with Birmingham, Cardiff, and the Cornish Branches to result in its being able to provide the best local services
that those areas deserve. This does not preclude through services to places like Plymouth, Penzance, Cardiff and Birmingham: such
services would only facilitate the passenger being able to travel across country - across Wessex - with the least hassle and, indeed,
it does not preclude other operators coming south. But the purely local services on these lines, like the local services on the Wessex
Railway itself, are possibly best operated by what might be termed a parent company. So the Cornish Branches would be served by
one of the main line franchises operating in that area: the main line local services, too, could come under their respective local
umbrella. The possibility of monies being shifted from local to main line use can be controlled by the PSR itself, as would the
provision of local management units, another prerequisite. The Wessex Railway would require one at Exeter to augment that at
Salisbury. The inclusion of the Exeter Hub services, for instance, would make such provision all the more valuable. There may be
others.
Local Accountability
The Wessex Franchise, essentially, serves local needs - Exeter-Waterloo notwithstanding - and requires substantial public subsidy. It
is, therefore, not unreasonable to require that the public should have a substantial say in how the services are shaped. The increasing
trend towards regional involvement in, and responsibility for, local transport matters may have implications for the future structure of
services within the Wessex area. The existence of a self-contained Wessex Franchise would facilitate the movement towards
regional accountability more successfully than could ever be achieved within the framework of a large franchise - north or south -
which would have other, more commercial distractions to exercise its attentions.
The Options Summarised And The Choice To Make
Either: (1) the Wessex Franchise proposals should stand as at present with: (1a) main line local services; Birmingham/Cardiff to
Bristol/Exeter/Plymouth/Penzance included or (1b) main line local services; Birmingham/Cardiff to Bristol/Exeter/Plymouth/Penzance
excluded, wherein these would pass to a parent main line franchise or (2) responsibility for the Wessex Franchise is split between
northern and southern franchises as discussed above with: the southern franchise absorbing Waterloo-Exeter, Exeter-
Barnstaple/Exmouth/Paignton, Bristol-Weymouth/Brighton, Reading-Brighton and the northern franchise absorbing all local services
Penzance-Plymouth-Exeter to Bristol/Cardiff/Birmingham together with the Cornish Branches but excluding Exeter-Paignton or (3) the
northern franchise absorbs the whole Wessex Franchise or (4) the southern franchise absorbs the whole Wessex Franchise
If the Wessex Franchise is not considered to be too small for economies of scale to operate, and so continues to form the basis of a
future network in the south west, then the choice would be (1b), since there would probably be an overall benefit to the local services
involved: (1a) is also acceptable, however.
If changes are to be made to the Wessex Franchise as currently envisaged then option (2) is the preferred choice.
Options (3) and (4) should not be considered.
Postscript: Parochial Considerations And The Need For A Vigorous Approach
As a group representing passengers on the North Devon Line, it is not unreasonable to find that our prime concern relates to our own
area. In this regard the minimum requirements sought, whatever the results of the franchise reshuffle - if there is one - are that,
whatever else happens:
the Exeter-Barnstaple (including Exmouth) line should become part of the Waterloo-Exeter franchise area;1.
the Waterloo-Exeter line should under no circumstances be part of a franchise which includes the Paddington-Exeter line within2.
its remit.
It can be said with confidence, however, that these local minimum NDRUG requirements also happily coincide with what would be for
the wider benefit.
The Wessex Franchise, as currently defined, goes some way towards providing a more coherent structure for local services in the
south west, including those on the second route to London, though it is suggested that there may be ways in which further
improvements could be realised by considering carefully the points made above. That it may be easier to incorporate some or all of
the participating services into one franchise rather than another is no reason to do so. It is important that railway operations in the
Wessex area are resolved in the way best suited to their needs, especially if the resultant system is to operate for the next fifteen or
twenty years. We must get this right now, no matter how difficult it is; no matter (should it prove necessary) how many steps have to
be retraced - or else we regret it tomorrow.
Well, That's it! We now wait. That'll make a change!
David Gosling
News Update
The beauty missed from every badly-positioned seat. Class 150/2 DMU crossing the River Taw below Newnham Barton, near King's
Nympton, on the 12.17 Barnstaple-Exeter Central service on 8th April 2002. The Railway Development Society has proposed this
location for a loop to facilitate the long-awaited hourly service.
Picture: John Gulliver
First, a reminder that the Cheshire Railtours special from
Shrewsbury on Saturday 20th July may be boarded at Exeter
St. David‘s (c. 12.00), subject to ticket availability, returning
from Okehampton at around 16.30. For full details, call
Cheshire Railtours on 01984 640005.
As those of you who travel on the North Devon line will
hopefully have noticed, in the last couple of months an
unprecedented amount of work has been taking place to give
facelifts to the stations. Platform surfaces have received
attention and all stations now have electric light, a press button
train information system, new poster boards and signs. The
repainting of platform seats at all stations, and the
replacement of waiting shelters at Copplestone, Morchard Road, Umberleigh and Portsmouth Arms, are scheduled to be undertaken
soon. A public telephone has been provided at King's Nympton station, as the nearest was some miles away.
As regular passengers know, punctuality and reliability on the North Devon line is generally good. However, on Wednesday 29th May
the 14.12 from Barnstaple failed en-route to Crediton; this caused the 14.24 from Exmouth to be terminated at Crediton so the unit
could rescue the failed train and haul it to Exeter St. David's where arrival was some 1½ hours late. As a result the 16.03 Barnstaple
was covered by road transport.
The new First Great Western Summer Timetables see their supposed South West flagship Golden Hind and Cornish Riviera express
schedules extended again - they are now nearly 20 minutes slower overall compared to about eight years ago, and the difference in
times between the Western and Southern routes to London continues to narrow!
The loop at Lapford (last regularly used in 1993) had many rotten sleepers replaced in March, and some new ballast, with no obvious
reason other than Railtrack's maintenance contractor, Amey, having a duty to maintain it in a fit state for possible use. It is thought
unlikely that freight traffic will resume there in the foreseeable future. The whole North Devon line, in common with other lines in the
south west, was weed-sprayed in May.
While the SRA deliberates over the North Devon line's future Barnstaple, in the meantime, is receiving some constructive
attention from Railtrack:
Pictures: John Gulliver
A Dean & Dyball contract engineer prepares
facings for a new bracket for Barnstaple'splatform awning.
A new galvanised steel bracket is bolted into position before painting. The style
echoes the original cast iron brackets still in use. The wet walls and doorwayspictured in the last issue should now be things of the past.
Present staff based on the North Devon line comprise the one full time and three part time booking office staff, employed by Wessex
at Barnstaple, three Signalmen, employed by Railtrack at Crediton, and about six Permanent Way staff based at Crediton (since the
amalgamation and rationalisation of the Umberleigh, Okehampton and Crediton gangs a few years ago), employed by Amey.
Dartmoor Railway's services this summer will include three return trips from Okehampton to Sampford Courtenay, Monday to
Saturday from 22nd July to 21st September. Trains are steam worked at weekends; details from 01837 55667/55637. Further rolling
stock continues to arrive at Meldon Quarry including a class 25 locomotive and another coach. Ballast workings from Meldon Quarry
to Westbury for Railtrack, started in September 2001, finished at the end of March. The new cycle path from Okehampton station to
Meldon Quarry, sharing the formation of the former double line with the present rail line, opened in May. The route on the former
railway line (closed in May 1968) beyond Meldon Viaduct is now open to near Bridestowe station via the impressive Lake Viaduct.
There are some tremendous and far-reaching views to West Devon and North Cornwall and a reminder of the views had by rail
passengers in the past.
A visit to a very tidy Bideford station in May found the resident diesel shunter coupled to the brake van and Vanfit on the running line,
with the SR parcels van (PMV) and buffet coach (ex-BR Mk. 1 TSO) in use in the up platform line.
A recent journey on the Minehead line in a superbly maintained 1960s heritage DMU reminded me of the excellent views, both to the
side and front, that these trains gave to passengers of the surrounding scenery and also of the line ahead. It is to be hoped that the
next generation of diesel units will incorporate these features. It's ironic that so much effort and cost now goes into trying to
encourage tourist passengers for a far less entertaining journey as a result of such restricted views available from the present fleet of
diesel units. Meanwhile, a Central Trains Class 158 has been noted on North Devon line services; no further details as yet. Quite a
nice train, shame about the livery!
Tony Hill
North Devon Line - New Summer Timetable
As previously mentioned there are now two extra trains each way Monday to Friday, making eleven in total each way. We are
particularly grateful to all the hard work by Richard Burningham of the Devon and Cornwall Rail Partnership and his staff in this
achievement.
Special attention is drawn to the following numerous errors and omissions in the North Devon line summer pocket timetable (dated
2nd June to 28th September):
Up Services
07.09 ex-Barnstaple (Monday to Friday) Connection arrives Bristol T.M. 09.24 vice 10.04.
12.15 ex-Barnstaple (Monday to Friday) Connection arrives Paddington 16.15 (13.38 ex-St. David's).
13.13 ex-Barnstaple (Monday to Friday) Connection arrives Paddington 17.17 (14.56 ex-St. David‘s).
07.07 ex-Barnstaple (Saturdays) Connection arrives Bristol T.M. 09.23 vice 09.57.
15.40 ex-Barnstaple (Sundays) Connection arrives Paddington 19.55 (17.30 ex-St. David's).
17.35 ex-Barnstaple (Sundays) Connection arrives Paddington 21.25 (18.50 ex-St. David's).
21.27 ex-Barnstaple (Sundays) Connection arrives Exeter Central 22.55 and Exmouth 23.19.
Down Services
16.47 ex-St. David's (Monday toFriday)
Connection departs Paddington 13.33 vice 14.33.
20.19 ex-St. David's (Sundays) Connection departs Bristol T.M. 18.33 (arrive St. David‘s 19.42), and departs Paddington 17.33(arrive St. David's 20.10)
The minimum connection time at Exeter St. David's has now been reduced from 7 to 6 minutes. This should enable a few more
connections to be made - in theory!
Tony Hill
Station Gardens Competition
The annual competition has been rejuvenated and judging will take place at the beginning of August. Wessex Trains will be donating
some free rail tickets to the winners in appreciation of the efforts made by people to provide floral displays along the line to enhance
the whole journey experience by those travelling by rail. It is expected that nearly all stations on the North Devon line will be
participating, and a local Garden Centre will assist in the judging.
Tony Hill
Forthcoming Events
Sunday 18th August; Bideford Station Open Day. Hopefully, the diesel shunter will be providing brake van trips from the down
platform to the present limit of operations.
Tony Hill
The Atlantic Coast Express
To an older generation the name conjures up a host of nostalgic memories, for this was the train which brought North Devonians
home. Also, for those not fortunate enough to live in North Devon, the name brings back memories of childhood holidays spent on the
sun-soaked beaches of North Devon and North Cornwall to which they travelled on a train bearing the names Plymouth, Padstow,
Bude, Ilfracombe, Torrington. For this was an unusual train which, as it set off from Waterloo at 10.50 a.m. on winter mornings, had
coaches for no less than nine destinations.
I first became acquainted with the Atlantic Coast Express just before the war. Each year my mother travelled to see her relatives in
Coventry; encumbered as she was with luggage and a small boy, she preferred to travel via Waterloo and Euston, rather than endure
the disadvantages of changing trains at Exeter, Bristol and Birmingham.
The day began with the excitement of a taxi ride (this and the return were my only two of the year) in Mr Heath's taxi. Years later I
learned that his nickname in the village was Squibby but, to a small boy, he was always Mr Heath. Then the wait on Bideford Station
by W H Smith's book stall. The three coach train arrived, the first coach proudly bearing the nameboard Waterloo; the other two for
Barnstaple.
At Barnstaple Junction our engine ran round and hauled us back along the Torrington line to halt opposite the Devon Concrete Works.
Shortly after, the Ilfracombe portion swept by from the direction of Shapland and Petter's into the Junction and our coach was
respectfully attached to the rear. At Exeter Central the North Devon portion joined up with the train from Plymouth, Padstow and
Bude.
Mother was always very good at pointing out places of interest; Whiteways Cider Orchards at Whimple, Salisbury Cathedral, the
flour mills at Andover, the Mosque and LSWR orphanage at Woking.
A restaurant car joined us at Exeter which we did not patronise, probably for financial reasons. Mother was never a very ambitious
cook, and even now the taste of an egg sandwich evokes memories of picnic lunches while the train raced through the East Devon
countryside.
After 1941 we moved away but always returned to Westward Ho! for August. In that dreadful summer of 1942 we arrived at
Waterloo. Gone was the name Atlantic Coast Express, gone too were the restaurant car and seat reservations. But the 10.50 still
ran, and the name boards still proclaimed Plymouth, Padstow, Bude, Ilfracombe, Torrington. Queues were already forming for the
12.50, but Mother elected to travel on the earlier train and we stood for part of the journey.
In 1943 she chose the 2.50 p.m., a slower train which stopped at places like Woking, Basingstoke and Yeovil Junction. But in
wartime passenger gave way to freight, and as the sun was setting we crawled down the Taw Valley hours late.
In 1944 we got it right, 12.50 off Waterloo. As we approached Clapham Junction the train stopped. I heard the all too familiar noise
of a V1, a doodlebug. Me, I was the old campaigner, I had seen it all before and sat quietly in my seat. Mother, who had spent the
previous few weeks in the peace of the Oxfordshire countryside, broke all the rules and looked out of the window. The V1 passed
over and we resumed our journey.
As the train was made up of coaches going to different destinations, Plymouth, Padstow, Bude, Ilfracombe, Torrington, it was always
possible that you knew some of your fellow travellers and in 1945 I travelled with a young Guardsman who had fought his way
through North West Europe to Bremen and is now a much respected former chairman of the Bideford and Instow Railway Group.
After the war we deserted the railway, and probably for reasons of finance patronised the newly revived coach service; Coventry to
Barnstaple, change at Cheltenham, and I was introduced to the fascinating world of Black and White, Red and White, Royal Blue,
Ribble, Yorkshire Traction, Southdown, East Kent, Scottish Traction and the rest.
I only travelled once more on the Atlantic Coast Express. In November 1955 I returned to North Devon after a five year absence. The
departure time of 11 a.m. was different but the name boards still proclaimed Plymouth, Padstow, Bude, Ilfracombe, Torrington... The
restaurant car had been restored and I treated myself to a first sitting at lunch (it probably cost all of 3/6d; 17p).
At Exeter Central the compartment emptied, (was this an early indication of North Devonians deserting their trains?) and then filled
with Mid Devon housewives who had been shopping in Exeter. I was surrounded by warm Devonian accents and I knew that I was
Home.
I still travel on the line to Waterloo, though I miss the old name boards Plymouth, Padstow, Bude, Ilfracombe, Torrington...
Whiteways Cider is long gone; Salisbury Cathedral still stands majestic beside the Wiltshire Avon. The Andover Flour Mills remain,
the Mosque at Woking has just been rebuilt and the LSWR Orphanage is now a housing development and retirement homes.
Waterloo is brighter, more cheerful now. The News Theatre by platform one has gone, as has the old destination board. (Did it really
show such names as Fremington and Egloskerry?) The old clock still hangs high above the concourse, but 10.50 a.m. now passes
with no special flutter of activity.
On the new destination boards Exeter St. David's shines like a beacon beside the mundane Shepperton, Dorking, Richmond and the
rest. Plymouth has recently reappeared after an absence of nearly forty years and one hopes against hope that it will again be joined
by Barnstaple. However, I still miss the old destinations Plymouth, Padstow, Bude, Ilfracombe, Torrington... and there is no longer
any announcement of the Atlantic Coast Express.
I would give much to be able to stand once more on the platform at Seaton Junction, and watch the down Atlantic Coast Express
thunder past as the driver and fireman strain for every extra mile per hour as the formidable Honiton Bank looms ever closer. Just to
see again the powerful Merchant Navy locomotive and the familiar green carriages and glimpse for one final time Plymouth, Padstow,
Bude, Ilfracombe, Torrington.
Hugh Butterworth
Wessex Trains - Special Meeting
(The following article first appeared in The Crediton Courier shortly before the introduction of the summer timetable and is
reproduced here courtesy of Sue Read, Editor, The Crediton Courier.)
Mr Charles Belcher, Managing Director of Wessex Trains, together with the company's recently appointed Business Manager for
Devon and Cornwall, Mr Andrew Phillips, recently addressed a special meeting at Barnstaple, convened by the North Devon Rail
Users Group, to discuss the future of the Exeter-Barnstaple Line and the implications of the Strategic Rail Authority's latest thoughts
on the proposed Wessex Franchise. The SRA's original plans for the Wessex Franchise involved incorporating the Waterloo-Exeter,
Bristol-Weymouth/Brighton and Reading-Brighton services into an existing network currently operated by Wessex Trains. As far as
the North Devon line is concerned, this meant that one single company would have responsibility for services from Barnstaple to
Waterloo, with consequent benefits of a unified service and through trains to London. Now, it seems, the SRA is having second
thoughts. A decision is soon to be made, following meetings between the Rail Passenger Committee for Western England and
interested stakeholders, as to which form the new franchise map should take.
Mr Belcher was at pains to point out the benefits from having a local company operating local services, instead of having those
services designed by absentee planners. Other possibilities are that Wessex Trains' responsibilities could be placed within the
existing Great Western franchise area, creating a Greater Western franchise (though this, due to other franchise renewal
requirements, could not happen for another four years) - which would include the North Devon line; or that it is split up, with Waterloo-
Exeter trains - and possibly the Barnstaple line - coming under the South West Trains franchise, while other lines are variously
distributed. The worst scenario would seem to be that the Exeter-Barnstaple line should become part of one company while the
Waterloo line should become part of another, as at present. This would not prevent eventual through services to London, but it would
make for a disjointed arrangement; one which is hardly likely to result in a long-term smooth, co-ordinated service.
Much was made by Mr Belcher of the creation of an ‘Exeter Hub', a most promising proposal whereby, if one company held
responsibility for all the lines concerned, a frequent, regular-interval service would be designed to operate between Barnstaple,
Exmouth, Axminster, Paignton and even Taunton, centring on and through Exeter. Thought would be given later to the possibility of
including Okehampton in such an arrangement.
Contrary to the short-term short-sightedness of Devon County Council, Wessex apparently believe that, should the infrastructure be
reinstated to Bideford, Wessex would be interested in running trains there - even in preference to Okehampton. The latter it sees as
offering less in the way of commercial return unless, possibly, other ideas also come to fruition, like the establishment of an
Okehampton Parkway station, close by the A30. In the very long term, and with the proposed reopening from Bere Alston to
Tavistock in mind, Wessex were of the opinion that the reinstatement of the remaining 14 miles or so of track between Okehampton
and Tavistock might possibly provide a better opportunity over Okehampton alone, both as a route in its own right and as an
alternative to (but not instead of) the decaying route via the encroaching sea in South Devon.
In examining the more imminent proposals put forward for the future of the line by the North Devon Rail Users Group in their recently
published policy statement, The Way Ahead, Mr Phillips stated that most of what was incorporated in NDRUG's proposals were
either being considered for implementation at some stage or could be looked at further. The Way Ahead was not, Mr Phillips said,
unreasonable in its stated aspirations. The provision of an hourly service, running at the same minutes past each hour, was already
the intended aim of Wessex Trains, he stressed, with an expected total of fifteen trains a day; currently there are nine trains each
way, Monday to Friday, with an extra two being provided from June 2nd. Two through services to Waterloo would also be part of
their remit if the Wessex Franchise proposals were to go through as originally planned - and Wessex Trains were to win that
franchise, of course. Better integration with other modes of public transport were also promised - though nothing specific was
mentioned regarding Crediton - together with an improved service spread, but mention of a late night service from Exeter was met
with equivocation. Service quality issues, specified in The Way Ahead, were already beginning to be met, it was claimed, inasmuch
as many of the existing trains on the North Devon line are to be internally and externally refurbished, with the first example being
outshopped, in a new livery, in August.
Mr Belcher said that, in order to be able to run an hourly, regular-interval service, some infrastructure work was needed on the line.
This might include speeding up the passage of Salmon Pool crossing, where a slow speed restriction exists over the road because of
the absence of barriers. It would also include work to be carried out at Eggesford where, again, the negotiation of a level crossing
involves a somewhat time-consuming process necessitated by considerations of safety and signalling. Line upgrading to provide for
75 mph running on some sections would also be required in order to get the 56 minute timing required between Exeter St. David's
and Barnstaple. An easy way to allow for the possibility of such an improved service would be to provide a reduced service to some
of the intermediate stations, particularly those between Crediton and Eggesford, the crucial part of the line in terms of track
occupation, but it was stressed that Wessex Trains did not intend to go down this route and it was evident from comments by
members of NDRUG that they, too, would resist such an approach. The total cost of making the improvements necessary to facilitate
the required upgrading of services to which everyone aspired would be, Mr Belcher said, somewhere in the region of £10m.
Other points mentioned as long-term objectives included the purchase of new rolling stock (dependent upon being awarded a fifteen
year franchise should the SRA hold to their original plans for Wessex); CCTV at some - possibly all - stations on the line; the possible
re-siting of Lapford station and re-use of its passing loop; and the introduction of community-orientated developments at local stations
- involving the establishing of small shops at stations, along the lines of the familiar Post Office, selling stamps, convenience foods
and tickets, etc. It was not specified, however, nor was it at all clear, which stations on the North Devon line might be appropriate for
such development.
After an interval, members of the audience had the opportunity to question Mr Belcher and Mr Phillips for over an hour. Various
points, including the retiming of trains resulting in missed, late-night connections; the condition and incidence of closed toilets on
trains; the operational requirements of running through to Waterloo, etc., were discussed at length.
Closer ties are to be arranged between Wessex Trains and NDRUG, with meetings to discuss future timetabling, station facilities and
train running matters. Mr Belcher confirmed that it has now become recognised that user groups are able to provide worthwhile local
knowledge; useful in identifying, for example, which services are underused; which stations deserve more trains; and where useful
connections are missed - things not always apparent from behind a desk.
The North Devon Rail Users Group has also approached South West Trains and First Great Western, and will be meeting
representatives from these two companies at a later date to find out what intentions they have towards the Barnstaple line.
David Gosling
Barnstaple-Waterloo Direct: The Holy Grail
The Strategic Rail Authority will shortly reach a decision on the future of the Wessex Franchise. The choice is either to set it up in its
present shadow form, or to discontinue the proposed franchise and distribute the various lines between existing operators. If the
Wessex Franchise continues, the present operators, National Express, who are one of seven applicants for the Franchise, have
stated that, if chosen, they wish to introduce direct services between Barnstaple and Waterloo. If the SRA do not proceed with the
Wessex Franchise then the favourite to take over the Waterloo-Exeter line is Stagecoach (South West Trains) which is presently
running the service. This company is keen to run direct services to Barnstaple. So we remain very cautiously optimistic.
Hugh Butterworth
Virgin Cross Country - New Voyager Services
When I wrote about the new Voyager Cross Country network I assumed, because of sight of Draft 79, that in future there would be
only fine tuning to the proposed services — I could not have been more wrong! Two Virgin Services, VT1 (blue) and VT4 (orange),
will serve the South West. Some services will now start at Penzance. Blackpool as a destination has been dropped.
VT1 (blue) Some services will now go to Liverpool. Others will go to Manchester via Stoke or via Crewe. Further services will use the
West Coast Main Line to reach Glasgow, while some will turn off at Carstairs to reach Edinburgh and Aberdeen.
VT4 (orange) will run from Penzance or Paignton as before. Now, however, they will travel either via Leeds or via Doncaster to
Newcastle, Edinburgh and Dundee. This will be a two hourly clock-face service. The timetable is still due to be introduced in
September 2002, but already Voyager trains are beginning to appear in the South West. By the end of August they are planned to
have replaced conventional locomotive hauled trains, except for some Saturday trains to Paignton. Virgin are very keen that their new
Voyager services run down west country branch lines on summer Saturdays. Maybe, in the future, we may just see a direct service
to Barnstaple from either the north west or north east of England. If you travel on a new Voyager train, please let us have your views.
Hugh Butterworth
Bideford to Barnstaple: The Coup de Grace?
A train running from Bideford to Barnstaple stopping at Instow could do the journey in twelve minutes.
About fifteen years ago it was possible, in August, to take three hours to travel by car from Barnstaple to Bideford.
The link road and the new Bideford Bridge cured this problem just as the building of the M1 and M6 cured similar problems forty
years ago. What has subsequently happened to the M1 and the M6 is beginning to happen to the Barnstaple-Bideford Link Road.
The longest winter peak time queue approaching Barnstaple, of which we have heard, is 3½ miles.
This congestion is nowhere near enough to make the reopening of the Bideford line viable. However, car ownership will continue to
increase and the provision of several thousand houses in the Torridge area will exacerbate the situation. It is therefore with dismay
that we have learned of the installation by South West Water of a main sewer pipe along the railway trackbed from Yelland to
Westleigh (the Tarka Trail). This is a very necessary development but it appears that South West Water (who were completely
unaware of any railway interest in the Trail) have laid their pipe only one metre below the surface. Her Majesty's Railway
Inspectorate requirements are such that such a pipe must be laid two metres deep!
South West Water would naturally object to any future provision of a railway (letter from R J Baty, Chief Executive of SWW of 11th
February 2002 to Railfuture (formerly The Railway Development Society).
Incredibly, no mention of saving the Trail for a future railway was (according to Mr Baty) made by Devon County Council, the owners
of the Trail. The short-sightedness of DCC and West Devon Borough Council can be seen in allowing, some years ago, for houses
and Council offices to be built on part of the former SR main line at Tavistock North!
If traffic between Bideford and Barnstaple does not substantially increase then no harm has been done. However, if motorists in
future take an hour or more over the journey (and begin to use the Instow-Fremington road as a rat-run), the 'Bideford to Barnstaple
in 12 minutes' will become more and more attractive. I finished an earlier article with the saying, 'We who live in North Devon know
that the further east we go the more certain we become that the Wise Men never came from there.' Perhaps I should have written:
'We who live in North Devon know that the further south east we go...'
Hugh Butterworth
Readers Write
Late Night Trains
I wish to congratulate you upon your report The Way Ahead which I
thought was excellent. May I please request a late night train
from Exeter to Barnstaple on Saturday evenings so that one can go
to the cinema or theatre, etc., in Exeter and still have the
pleasure and comfort of getting home by train.
The other day my wife and I wanted to see a special film at the
Picturehouse, but with the last train back to Barnstaple at about
8.15 p.m., it was impossible. We should also like to go to the
Northcott Theatre or hear a concert on a Saturday night in Exeter.
I would have thought that what I suggest would be well supported.
Martin Noad
Membership Matters
New Members
We welcome:
Devon and Exeter Institution Library, Exeter
Mr Barnes, Buckhurst Hill
Committee Meetings
(Members Welcome)
Tuesday, 20th August; 17.15; Crediton Station Tea Rooms
Tuesday 1st October; 18.45; Eggesford Country Hotel