Table of Contents Editorial Chairman's Report Passengers in the South West give thumbs up for trains on time, thumbs down for fares North Devon to the South Coast Better Times Needed Music Trains for 2006 About the bands Signalling Centre Visit Engineering Work on the line Rail Rover Diary (Part 1) Saturday 10 September Monday 12 September Tuesday 13 September A TGV Network for the UK? Perception or Paranoia? Local Lines in Print Wessex Winter Wonder Readers Write A Date for your Diary Membership Matters New Members Issue 22, Spring 2006 Editorial Network Rail inspection train on 16th March 2006 Photo: Mike Day Welcome to the New Year and a new issue of the magazine, and since the last issue so much is happening that is new! We have a new franchise imminent, bringing us a new local operator (the name might have a familiar ring though) with new financial targets who will no doubt bring a new approach to the business of running our local trains, with a prospective new timetable which is going to give services a new look. Soon there will be new uniforms and new signs (or new pieces of purple tape at least), and we may hopefully see new fares. Locally, work is progressing with the new Barnstaple Bridge, and this should provide new transport links at the station. There are new refreshment facilities at the station, which are due to expand once all parties can reach agreement. In the wider scheme of things there is a new passenger representative body, a proposed new procedure for closure or modification of any part of the network, and even a new HST according to Mr Darling. So how is all this going to affect us, the passengers, particularly on this line? At the moment there will still be the same trains running to (at the moment) the same timetable operated by the same people and probably carrying the same number of passengers. This is where we as an organisation come in. We must be proactive, not simply reacting to circumstances that arise but coming up with initiatives (in conjunction with the Devon and Cornwall Rail Partnership – though they have all the branch lines to look after), to increase passenger numbers by any means possible. It is only by doing this that we can convince the relevant organisations that this a thriving line with great potential. That potential was shown by the recent special promotion, and Wessex are to be congratulated for taking such a bold step – we hope our new franchise holder will be able to repeat it, after all the costs are the same for transporting fresh air as for transporting 100+ passengers. In addition the sales of Umberleigh-Barnstaple carnets are continuing strongly, and again it is hoped that the facility will be able to continue after the end of June. The main thing for all our local members is "keep using the line", and for our members around the country "come and visit this year" Finally, there was this gem, allegedly a reply to a customer about the lack of toilet paper in a station loo: "I am sorry sir but it is now against Merseyrail policy to supply toilet paper in any of our toilets, as it is considered a fire hazard" Andy Hedges Chairman's Report Since the last edition, the Tarka Line has been in the spotlight on a number of occasions. The first was Wessex Train's Winter Sale. This ran for seven weeks offering a flat fare of £3.00 for unlimited travel between Barnstaple and Exeter Central. It was in the spotlight because of its tremendous success. It was closely monitored by your Committee members who sought to liase with Wessex to ensure that trains were strengthened to cope with the loads. After one
Table of Contents New Members Andy Hedges Monday 12 September Wessex Winter Wonder Tuesday 13 September Membership Matters Saturday 10 September A TGV Network for the UK? Better Times Needed Readers Write Chairman's Report About the bands Perception or Paranoia? Issue 22, Spring 2006 Music Trains for 2006 Engineering Work on the line A Date for your Diary Since the last edition, the Tarka Line has been in the spotlight on a number of occasions. Rail Rover Diary (Part 1) Signalling Centre Visit
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Transcript
Table of Contents
Editorial
Chairman's Report
Passengers in the South West
give thumbs up for trains on
time, thumbs down for fares
North Devon to the South
Coast
Better Times Needed
Music Trains for 2006
About the bands
Signalling Centre Visit
Engineering Work on the line
Rail Rover Diary (Part 1)
Saturday 10 September
Monday 12 September
Tuesday 13 September
A TGV Network for the UK?
Perception or Paranoia?
Local Lines in Print
Wessex Winter Wonder
Readers Write
A Date for your Diary
Membership Matters
New Members
Issue 22, Spring 2006
EditorialNetwork Rail inspection train on 16th March 2006
Photo: Mike Day
Welcome to the New
Year and a new issue of
the magazine, and since
the last issue so much is
happening that is new!
We have a new franchise
imminent, bringing us a
new local operator (the
name might have a
familiar ring though) with
new financial targets who
will no doubt bring a new
approach to the business
of running our local trains,
with a prospective new
timetable which is going to give services a new look. Soon there will be new uniforms and new
signs (or new pieces of purple tape at least), and we may hopefully see new fares.
Locally, work is progressing with the new Barnstaple Bridge, and this should provide new
transport links at the station. There are new refreshment facilities at the station, which are due
to expand once all parties can reach agreement. In the wider scheme of things there is a new
passenger representative body, a proposed new procedure for closure or modification of any
part of the network, and even a new HST according to Mr Darling.
So how is all this going to affect us, the passengers, particularly on this line? At the moment there will still be the same trains running
to (at the moment) the same timetable operated by the same people and probably carrying the same number of passengers. This is
where we as an organisation come in. We must be proactive, not simply reacting to circumstances that arise but coming up with
initiatives (in conjunction with the Devon and Cornwall Rail Partnership – though they have all the branch lines to look after), to
increase passenger numbers by any means possible. It is only by doing this that we can convince the relevant organisations that this
a thriving line with great potential.
That potential was shown by the recent special promotion, and Wessex are to be congratulated for taking such a bold step – we
hope our new franchise holder will be able to repeat it, after all the costs are the same for transporting fresh air as for transporting
100+ passengers. In addition the sales of Umberleigh-Barnstaple carnets are continuing strongly, and again it is hoped that the
facility will be able to continue after the end of June. The main thing for all our local members is "keep using the line", and for our
members around the country "come and visit this year"
Finally, there was this gem, allegedly a reply to a customer about the lack of toilet paper in a station loo: "I am sorry sir but it is now
against Merseyrail policy to supply toilet paper in any of our toilets, as it is considered a fire hazard"
Andy Hedges
Chairman's Report
Since the last edition, the Tarka Line has been in the spotlight on a number of occasions.
The first was Wessex Train's Winter Sale. This ran for seven weeks offering a flat fare of £3.00 for unlimited travel between
Barnstaple and Exeter Central. It was in the spotlight because of its tremendous success. It was closely monitored by your
Committee members who sought to liase with Wessex to ensure that trains were strengthened to cope with the loads. After one
unfortunate weekend, following which quotas were introduced, things settled down with the result that over 6,000 tickets were sold, a
high proportion of which were to non-users of the line. We do not know what the revenue effects were yet, but one thing is for
certain. There is a huge population in Barnstaple and beyond who could be attracted to the line if the fares were set at a lower level.
We shall be pursuing this issue with First Great Western with vigour in due course.
The second major issue is of course the draft timetable for December 2006 published by First Great Western. Details and our
response are set out on here. You will see that we were most disappointed, not just at the loss of one train per day, but also many
other issues. We were invited to a meeting with First Great Western at County Hall and, as a consequence of the very constructive
discussion, are hopeful that some if not all of our concerns will be met. We shall be able to give a fully detailed report of the final
revised timetable in the next edition.
We come now to a timetable of a very different nature. As I write this Wessex Trains is in the last three weeks of its existence and I
think that it is important to pay tribute to what has been achieved since the company was formed some five years ago out of the
ashes of Wales & West. At that time, the weekday timetable was just nine trains each way. The rolling stock was in need of an
overhaul. Ridership was down to a low ebb. There was much less consultation. Since then there has been a transformation,
passenger numbers have grown by around 26% and there has been much greater involvement by all parties involved and real
consultation. This includes involvement of the Users Group to the extent that we can justifiably claim to have had a significant
influence on the way things have developed. So we say goodbye and thanks to all at Wessex Trains and to Andrew Griffiths in
particular.
There is still a long way to go, however, and we hope that we will be able to continue in the same vein with First Great Western.
Certainly, Julian Crow, the General Manager for the West of England is well briefed on our aspirations and, with the Devon &
Cornwall Rail Partnership, we hope to be able to build on our successes and achieve our other aspirations not least an hourly service
and a late evening train all at a sufficiently attractive fares.
I turn now to the Station Gardens Competition, which is being reinstated in 2006. I am delighted to be able to report that First Great
Western are joint sponsors of the event by providing matched funding and that the Devon & Cornwall Rail Partnership has given a
grant for the purchase of planters and other equipment. I am also pleased that seven of the eleven stations will be putting on a show
so that the Tarka Line should look at its best this summer. We thank very much all those who have agreed to take part and the
winner will be presented with a cup – and local publicity – later this year.
There have been a number of other developments and achievements along the line.
These include the opening of a refreshment facility at Barnstaple by one of our members, Mike Day. As was reported at the AGM,
Mike hopes to convert the Station Masters House into a proper buffet, but in the meantime he has opened a trailer offering hot and
cold snacks – including excellent bacon butties – and many people, including train crew, are enjoying the facility!
The recent Blockade has seen two new lengths of continuously welded rail installed – north of Eggesford Station and north of
Morchard Road Station. This continuing investment in the line by Network Rail is to be welcomed.
Recently, a seat was placed at Yeoford Station dedicated to the memory of a former long serving Committee member and Life
Member, Len Gillard, who unfortunately died last year.
So, another busy season to report and yet another to look forward to with the Gardens Competition, Community Rail Day, further
discussions and negotiations about the new timetable as well as building an ongoing dialogue with First Great Western. Which brings
me onto the Committee. As a consequence of all that has been going on, and because we try to be as proactive as possible, the
Committee has been meeting monthly. This frequency may not always be required and so we have built in some flexibility. What is
important, however, is that your Committee is a strong body that can effectively represent the Users Group. We really do need some
additional Committee Members to help spread the load. I can guarantee that you will not be bored and as we build up our reputation
so will we become more closely involved, especially as there is no longer a Regional Passenger Committee.
My final words are, therefore, PLEASE come and join us. Just come along to any Committee meeting and let one of us know that
you are (or even may be) interested in joining the Committee and we can take it from there. We hope to see you soon. I hope that
you have an enjoyable spring and early summer and that at least some of that time will be spent riding the Tarka Line!
John Phillips
Chairman
Passengers in the South West give thumbs up for trains on time, thumbs down for fares
In January, Passenger Focus, the new independent consumer body representing rail passengers in Great Britain, called for a national
debate on rail fares. The message from passengers is that while many aspects of rail travel are getting better, the jury is out on
ticket prices. As part of the National Passenger Survey, over 25,000 passengers have given their verdict on their experiences of
Britain's rail services. Passengers in the South West are satisfied with their journeys overall, provision of information about train times
and platforms and how requests to station staff were dealt with. However, the issues for passengers in the South West are clearly
value for money and how well delays are dealt with.
Good Points
84% of First Great Western passengers and 79% of Wessex passengers are satisfied with their overall journey. More South
West Trains passengers than ever before are satisfied with their overall journey, with 84% of passengers very or fairly
satisfied
Almost nine in ten Wessex passengers (89%) are satisfied with how their requests to station staff were handled
87% of passengers on First Great Western routes are satisfied with the information provided about train times and platforms.
Bad Points
But it's a thumbs down on value for money – only 48% of First Great Western passengers, 60% of Wessex passengers and
42% of South West Trains passengers think that they are getting value from the cost of train travel
Other issues vexing passengers in the South West include how well delays are dealt with (only 35% of Wessex passengers
are satisfied), and availability of staff (only 52% of First Great Western passengers are satisfied)
Colin Foxall, Passenger Focus chairman, says:
"These results show that passengers think that overall the rail industry is moving in the right direction. A record number of
passengers are satisfied with the number of trains turning up on time - always a key bugbear for rail users. Well done to the
train companies and Network Rail who have improved services for passengers. What is interesting is that the research flags
the up and coming issues that the rail industry must now focus attention on.
"If less than half of all rail passengers think they are getting value for money, then it's a sign that the existing fares system is
simply not delivering for passengers. Passenger Focus intends to start a national debate about what kind of fares structure
passengers want to see – we'll be going out to ask passengers what they think. We need a fair fares system that makes
sense to all rail passengers."
Passenger Focus
North Devon to the South Coast
Patrick Adams writes in the Autumn 2005 issue of the Newsletter of travelling to Portsmouth from Barnstaple. As this is my regular
journey I thought that I would add some observations. As Patrick says, there is some confusion as to whether the better route is via
the First Great Western line to Taunton and changing at Westbury or via the South West Trains line through Honiton and changing at
Salisbury. On Sunday evening the 17:08, my usual train, makes reasonable connections with the 18:40 FGW service at Exeter St
David's and a further change at Westbury to a Wessex Cardiff-Portsmouth train usually leaves me back in Portsmouth at around
22:00. The comparable journey via South West Trains has a longer wait at Exeter until 19:20 and a further 40 minute wait at
Salisbury for a train that finally leaves me in Portsmouth at 23:15. I usually now catch the 17:22 Wessex service from Portsmouth
Harbour for my return. There is a good connection at Salisbury to the SWT service and again at Exeter for the last train to
Barnstaple. Thanks to the retiming of this last train, I can now leave Portsmouth at 17:22 and not 16:22 as previously, for the 18:53
ex Salisbury used to arrive a couple of minutes after the last Barnstaple train at departed from Exeter. Making the return via
Westbury is actually quite difficult on a weekday with relatively few down FGW trains calling there.
The really bizarre thing is that is marginally cheaper to travel the longer route via Westbury than via Honiton and Salisbury. Westbury
probably also is a strong contender for the bleakest place to change trains in the whole of the south of England! On a more positive
note, SWT has managed to improve punctuality and reliability over the last couple of years but the 17:53 from Salisbury is often just 3
cars and is packed out with even standing room at a premium until Sherborne. Patrick comments that Cardiff-Portsmouth trains are
usually 2 car 158 units. In most cases now they are formed of 3 car 158 units. He also mentions the through service from Penzance
to Portsmouth Harbour. This, of course, does not make a very good connection with the 10:01 from Barnstaple, leaving you precisely
one minute get from platform 1 to platform 5. Although I have never been unfortunate enough to be caught out, I know that the
service quite often does not get to Portsmouth and, running late, is turned round at Southampton or Fareham so as not to lose its
return path to Exeter and into Cornwall.
I would agree that the old Southern route from Exeter to Salisbury is shadow of its former self in steam days. Clearly the route does
need more capacity and it is worth remembering that when originally singled, the intention was that just Yeovil to Sherborne would
remain as double-tracked but delays appeared immediately and the section from Sherborne to Templecombe was left as double
track. To cope with continuing delays, a loop was installed at Tisbury and there now would be a strong case for installing loops at
Crewkerne or Axminster and perhaps at Feniton or even Broad Clyst if the proposed housing expansion occurs there and the station
is re-opened.
John Bradbeer
Better Times Needed
I wonder if I am alone in believing that departure times from Barnstaple are fundamentally flawed, particularly at peak hours. The
current Monday to Friday times are 07:10, 09:01, 10:01, 12:01, 13:01, 14:57, 15:55, 17:05, 18:08, 19:07, 20:20 and 22:10. This is
almost a clock face pattern based on departures around the hour, but not quite, so the user still has to consult a timetable every time,
unless you have a memory far better than mine, or you travel on the same train every day.
There are many other shortcomings too :
07:10 – too late for many long distance travellers, too early for day trippers.1.
09:01 – now how on earth is anyone supposed to get to Barnstaple station at that time, unless you can walk or cycle? Drive to
Umberleigh is the best option, unless you live the other side of Barnstaple., in which case forget it or go to Tiverton Parkway.
2.
10:01 – too late for most day trips3.
15:55 – too early for students, workers and most shoppers .4.
17:05 – still to early for many workers, but too late for many students and shoppers.5.
18:08 – too late for most of any of the above, but too early for an evening trip to Exeter (theres still no suitable return train for
that purpose, so we can discount that one, for now)
6.
The remaining evening up trains rarely carry more than a carload.7.
Now just suppose we had a timetable like this :
06:30 – for early birds and long distance travellers1.
07:30 – beat the jams, take a day trip, fine for 9 at Exeter city locations2.
08:30 – a better time than 9.01 to get to the station3.
09:30 – after the main morning jams, still early enough for many day trips4.
an hourly pattern throughout the day (even 2 hourly wouldn't be bad)5.
16:30 – would be ok for shoppers and students6.
17:30 – far better for office workers7.
18:30 – a useful time for late workers and for an evening out in Exeter, if only we had a return train.8.
Speaking of return evening trains, a late departure from Exeter is barely feasible unless the train is stabled at Barnstaple. But if we
did get overnight stabling established, then the last two down could stay there, not just the one. So the notional 06:30 and 07:30
would not entail running 2 empty trains from Exeter. A first down arriving at Barnstaple, at 08:22 say, would be both useful and
adequate. Stabling at Barnstaple would not only save on light running, it would reduce the strain on shifts at Crediton signal box,
which currently must open for an early empty train, and wait till the last empty from Barnstaple has passed through.
This is hardly rocket science. It would seem common sense that on a branch line where most of the usage is generated at its
terminus, the timetable is geared to the needs of that terminus and seeks to grow its market there. But I expect someone will soon
tell me the line is not primarily for North Devon residents, but exists mainly to bring tourists and summer visitors in, so departure times
from Barnstaple are not so important, as long as the visitors can get home at some time. Well, if that is the case, then can we do
some leaflets to hand out to the thousands of visiting motorists stuck in Barnstaple gridlock jams at holiday periods? If only a few of
them used the train instead we would double traffic on the line at a stroke. And one might even be able to arrive on time to catch the
12:01 without having to allow an extra half an hour in case the traffic is bad.
Patrick Adams
Music Trains for 2006
During the summer months a series of Music Trains will take place on the Exeter to Barnstaple line (The Tarka Line). For further
details contact Devon & Cornwall Rail Partnership on 01752 233094.
Friday 28 April 2006 · Jeremy Huggett's Band of Gold · Exeter-Barnstaple
Friday 12 May 2006 · Steve Tucker All Stars · Barnstaple-Eggesford
Friday 26 May 2006 · DixieGrass · Exeter-Barnstaple
Friday 9 June 2006 · Steve Tucker All Stars · Barnstaple-Eggesford
Friday 30 June 2006 · DixieGrass · Exeter-Barnstaple
Friday 14 July 2006 · Steve Tucker All Stars · Barnstaple-Eggesford
Friday 28 July 2006 · DixieGrass · Exeter-Barnstaple
Friday 11 August 2006 · Jarca · Barnstaple-Eggesford
Friday 25 August 2006 · Jeremy Huggett's Band of Gold · Exeter-Barnstaple
Friday 8 September 2006 · Jarca · Barnstaple-Eggesford
Friday 29 September 2006 · Jeremy Huggett's Band of Gold · Exeter-Barnstaple
On the Exeter to Barnstaple trains there will be a bar on board the train with a real ale and times have have yet to be decided but will
be the last train from Exeter. The band will play on the train.
On the Barnstaple to Exeter trains (leaving about 6pm from Barnstaple), the band will play on the train and get off at Eggesford and
go to the Fox & Hounds hotel and play there. Food can be ordered at the hotel before catching the last train to Barnstaple.
There will be no extra charge, just the normal train fare.
Paul Rendell
Music Events organizer
About the bands
The repertoire of Exeter-based Jeremy Huggett's Band of Gold ranges from Swing to Mainstream Jazz including well known
standards.
North Devon-based Steve Tuckers All Stars play a mix of traditional jazz and blues.
Dixie Grass play in a country/bluegrass style.
Jarca are a lively folk band.
Ed
Signalling Centre Visit
At the end of January, members of the committee were
allowed the privilege of a visit to the Exeter Signalling Centre
located opposite the western end of the platforms at St Davids
station. The visit had been arranged by Daryl Milford from
Network Rail for us to gain an appreciation of the complexity
of controlling an area of over 200 route miles, stretching from
Totnes in the west to Taunton in the east.
We all met on Platform 1 at the allotted time, and proceeded
to the western end of platform 5 where supplied high visibility
jackets were donned for the walk across the lines which lead
to the maintenance depot. Entering the building we were
impressed with the display of photographs adorning the
stairwell as we climbed to the top floor, and particularly with
the replica of one of the original semaphore signal gantries –
with working arms!
On entering the main control room it was reminiscent of an air traffic control centre, although probably a little quieter, and we were
warmly welcomed by the staff on duty even though we were potentially disturbing their work. Our host took great care to explain
what the displays indicated, what the various controls were, and what was going on at certain times. One wall of the large room was
entirely taken up with the route diagram for the area covered,
together with the associated operating positions containing all
of the controls, and above these positions were several CCTV
monitors which sprung into life at relevant times to monitor
specific level crossings. Another piece of equipment noted was
the axle counter readout which is the termination of the lineside
boxes that check the axles of passing trains for any problems
(axle counters are installed as a means of proving that an
entire train has left a track section by showing as many axles
have come out of the section as entered it). As well as the
control of train movements the Centre is also responsible for
the information displays on the platforms indicating the specific
platform allocations for services, so if you have a last minute
platform change you know there is a good reason for it.
The centre is a far cry from the original box at Exeter West
which was located just opposite and controlled a much smaller area. Despite no longer being in existence on the Exeter site the box
was dismantled and rebuilt and can now be seen at "The Railway Age" in Crewe and the story of its resurrection can be found at