Table of Contents

Editorial

Chairman's Report

Rail Passenger Partnership

Fund

Railways as Public Service: an

Ethical Perspective

Barbara Castle Letter

The Train Now Standing at

Platform 1...

How many committee

members does it take to

change a light-bulb?

Snakes and Ladders: A Tale

of Frustration

News Update

The Hornby Solution

Irregular Timetables, Late

Night Trains and Run-Round

Loops

River Taw Bridges

Bideford & Instow Railway

Group

Future Events 2002

Readers Write

The Way Ahead - Some

Responses

Tiverton Parkway Car Park

Charges

Membership Matters

New Members

Committee Meetings

Issue 10, April 2002

EditorialNew concrete cut-water installed by Railtrack contractor around

pier of Weir Marsh bridge to obviate under-scour, the cause of

last winter's disastrous five-month shutdown of the Tarka line.

Picture: John Gulliver

Your scribes have been

busy. First, The Way

Ahead. Now, with this

issue, comes Whose

Way Ahead?, the account

of your responses to our

questionnaire, with our

Chairman's comments.

Together, they form a

landmark in the Group's

activities. We now have a

clear view of what we

want for the North Devon

line, evidence of the

support you, the

members, give it and indications of where subtle changes are required.

This is but a beginning. Further shades of opinion need to be examined, problems until now

unidentified addressed and new avenues opened up. Our 'Readers Write' column offers a forum

for debating what we want and why. lts pages in this issue start the ball rolling with three letters

too Iong for Whose Way Ahead? that we think you would like to see. When you, our readers,

have further experiences to relate, points you agree or disagree with, or new ideas to float,

please write in. Within the bounds of space and libel, we'll print!

Even that does not end it. A vision for the line is one thing (and we do think that ours is

visionary). Considering the means to bring it about is another. ln the last issue, it was suggested

that public funding was the key. Public funding, in short, for a pubiic service.

But what makes a public 'service'? It's not just that the public can use it. Rather, it is something

that serves the interests of the public, putting the public's needs before those of the providers or owners. At base, that's an ethical

imperative, one to be heeded because it is good. What one means by 'good' is a tricky matter, not least as it applies to the public's

interests in transport. ln this issue, we tackie it through Peter Long's article, Railways as Public Service: an Ethical Perspective.

Our starting point is a letter from Baroness Castle, who, as Barbara CastIe, built the notion of 'Public Service Obligation' into the

1968 Transport Act. ln many ways, it is still the bedrock on which lines like ours rest. We am grateful to her for her efforts then and

for writing to us now.

John Gulliver

Chairman's Report

My report, on this occasion, will not be too long. Much of what l might have said here has been said instead, in my response, in

Whose Way Ahead?, to your responses to The Way Ahead! The main thought that keeps recurring is that the promise of change,

while ever closer, still seems as elusive as ever. Hugh Butterworth's article in this issue, Snakes and Ladders: A Tale of Frustration,

says it all.

And yet something must come: the SRA wants to know, by 17th May, what interested parties think about the nature of the franchise

changes currently planned. They are having second thoughts about a Wessex Franchise which is based, largely, on what Wessex

Trains (don't confuse the two!) runs now, plus Waterloo-Exeter and Reading-Brighton. We have a overwhelming concern in the form

any change may take. What if Waterloo-Exeter is not linked with Exeter-Barnstaple? What happens to the aspirations outlined in The

Way Ahead then? If we become linked with a Paddington-based franchise map, will we have through services to Paddington instead?

I don't see it, somehow. And what if the Paddington and Waterloo lines are merged. Will they both flourish? I am certain they would

not!

So, we will be writing to the SRA to give our views on what we would like to see. It is becoming very fashionable for Government to

disseminate the policy that user groups and stakeholders (is the one not also the other?) should be consulted. Consultation is one

thing; taking notice is another. I just hope that it is not just lip service. We shall see.

David Gosling

Rail Passenger Partnership FundEntrance to toilets at Barnstaple, showing rainwater pouring

down from leaking station awning. Could RPP funding contribute

to the repairs so urgently needed here?.

Picture: John Gulliver

£440 million is available from the Strategic Rail Authority (SRA) over the next

ten years under this fund to help pay for improved rail services and facilities

which are not financially profitable, but are important in terms of the wider

benefits they offer. The kinds of project that can be supported include:

Longer trains;

New train services (including Sunday services);

Better interchange facilities, access to stations and new and extended

car parks;

Secure cycle storage;

New stations.

Schemes need to offer value for money and involve partnerships between train

operators, local authorities and as wide a range of partners as possible. An

absolute must is that the relevant train operator supports the scheme.

The Rail Passenger Partnership fund has been running, in much smaller form,

since 1999. In the West Country, the Devon & Cornwall Rail Partnership and

local authorities have already been successful in obtaining funding for several

important schemes. A wide-ranging partnership last year saw the

reintroduction of all-year round Sunday sawices on the Plymouth-GunnisIake

Tamar VaIley Line after 40 years. Cornwall County Council has been

successful in schemes for major improvements at Bodmin Parkway, Redruth, Saltash and Liskeard.

On the Tarka Line, the Rail Passenger Partnership fund offers the possibility of gaining significant improvements to train services and

facilities The Devon and Cornwall Rail Partnership is working with Devon County Council and Wessex Trains to look at schemes for

improving both the intermediate stations and Barnstaple itself. Together, we are also Iooking at a project to provide more weekday

trains on the line. An initial quick bid has unfortunately not been successful, but, following this, the SRA have said they want to carry

out a wider review of the line's services, which we hope will bring improvements.

The Rail Passenger Partnership fund is a major opportunity for rural lines such as the Tarka Line. You'll be hearing a lot more about it

- of that, I'm sure.

Richard Burningham

Devon & Cornwall Rail Partnership

Railways as Public Service: an Ethical Perspective

I have just cycled across Meldon Viaduct, through the site of Meldon Junction and am writing this at Sourton Cross, the site of the

proposed Okehampton Parkway station. Such projects will need to be led by public finance to encourage private participation. The

initial business case depends on a long-term vision of public service with the implementation of central government policy for

integrated transport.

The Public Service Obligation was enshrined in the 1968 Transport Act by Barbara Castle, now Baroness Castle. It was confirmed

subsequently in European legislation. The regulations establish Public Service Requirements (PSRs), spell out the obligations of

public authorities to compensate public transport services and authorise the provision of grant aid.

As of 2002, we see rail infrastructure funding from the SRA through Railtrack and the RPP, plus local authorities through local

transport plans. However, it has been inadequate in amount and matched funding of all kinds has been vital. Railtrack may own the

infrastructure, but it is enhanced by public and private finance because it is a national transport asset. There is currently a new

enquiry into the Ten Year Plan. It will look at how the current situation in the rail industry affects the need for and provision of private

and public sector finance.

This raises a number of important questions, many of which are of an ethical nature. Has Railtrack had a long-term vision in its

stewardship of the national structure assets Or has it had a short-term outlook, wring more for the rewards of its shareholders? Time

and time again it has used short-term business case arguments to prevent even simple infrastructure enhancements. Yet Condition 7

of its Network Licence requires the network to be constantly enhanced for performance and renewal to achieve asset improvement.

Do the TOCs on short-term franchises (e.g., Wessex, Wales & Borders) have any view beyond their termination dates? Is there a

conflict in bus operators holding rail franchises (consider, for example, the statements of the former chairman of Prism and ATOC

about bustitution)? As a privatised industry providing a public service its customers are not financial pawns but persons who expect to

be treated as such throughout their journeys. Rail services should be responsive to current needs, rather than what it is convenient for

TOCs to run. Some PSRs are bizarre. Changes to them are required because travel patterns change, so regular review is

necessary. The Tarka line PSR should highlight frequency, weekend provision, connections and capacity in addition to first/last trains,

station stops, journey time, an route facilities and seasonal adjustments. Should enhancements be made permanent, for example, if

another TOC were to operate a Waterloo service using existing Wessex paths?

Passengers have rights, expectations, aspirations and needs. This is why passenger charters need to have real commitment - 'We

shall As the fare box is so important, the competent collection of fares is vital. Does the use of replacement buses match up to the

national conditions of carriage? Does the care of the disabled include those with hearing problems or learning disabilities? Should

TOCs receive bonuses when services are deteriorating? Should not bonuses be based on recent performance?

Passengers expect to be safe at stations and on board. Is enough done to involve communities in the battle against trespass, graffiti

and vandalism? Does CCTV cover all station areas? What about stations without CCTV? Surely 'Project Inform' could become

interactive and thus a help-point as well? What measures are needed on board to enhance security? Should drivers have to work rest

days? Should not recruitment be planned to do away with such demands on staff?

We conclude this short excursion into the ethical domain of our rail services by looking back to 1991 and the Pope's encyclical

'Centesimus Annus' 'Profit must stand alongside a business community of persons serving society, the free market stands alongside

the meeting of fundamental human needs.'

Peter Long

The Reverend Dr Peter Long is the Oecumenical Theologian in the rail industry and a regular passenger on all the lines of Devon

and Cornwall.

Barbara Castle Letter

=== From: THE RT. HON. THE BARONESS CASTLE OF BLACKBURN ===

4 February 2002

Mr John Gulliver

Secretary

XXXXXXXXXXXX

Bickington

Barnstaple

Devon EX31 XXX

Dear Mr Gulliver

I am sorry that it has taken me so long to meet your request outlined in your letter of 24 December 2001 about 'Public

Service Obligation' in transport. My trouble is that: a) I have been out of action for sometime following a bad fall, and b)

my Transport Act was 30 odd years ago and I simply do not carry all the details in my head. However, I think you can

take it that what I had in mind with regard to the Transport Act 1968 was my refusal to close down 'socially necessary'

railway lines which would never pay their way but which were vital to maintaining the mobility of life in the more remote

areas. I attached great importance to this because under public ownership it is the social needs of the country which

come first and the benefits of mobility are extended to all parts of the country. This can never be achieved by the pure

profit motive but can only be achieved by Government subsidy and control on a selective basis.

I do hope this is helpful and if you could pick anything out of it which would be of use to you please do so, but I would

be glad if you would let me know which bits you choose.

With all good wishes,

Yours sincerely,

Barbara Castle

The Train Now Standing at Platform 1...

...has already departed. Such were things at Barnstaple one Saturday morning in March, when about twenty passengers still queuing

for tickets found that the 08.56 had left for Exeter without them. Worse, some were buying tickets for others already on the

well-loaded train. Those stranded were greatly inconvenienced and, understandably, angry. Those on the train were left worrying

about travelling without tickets and, even more important, re-establishing contact with friends and relatives stuck at Barnstaple or

making forward connections at Exeter. The local press, of course had a field day.

Such things should not happen. Nonetheless, with some of the anger now spent, one should ask how they happen, and, more

importantly, how they might be avoided in future. It's also worth remembering that, ninety-nine times out of a hundred, them are no

problems. As departure times near, the train conductors and station staff jointly usher people onto the trains, where they can

purchase tickets on route. On this occasion, however, the system broke down.

At the heart of the problem, one might suggest, is a design fault. Stations and trains are staffed by human beings. Human beings

make mistakes, particularly under pressure. A station officer (one, incidentally, noted for his customary courtesy), trying to attend to

a queue swollen by a '2 for 1' ticketing promotion, did not notice the approaching departure time (three minutes earlier incidentally,

than the time for the rest of the week). A conductor, mindful of constant injunctions to get the train away on time (remember all those

league tables?) and without direct contact with the booking office, forgot to check for further passengers in the waiting room (a thing

he would not expect to do at any other station). Had just one person slipped up, nothing untoward would have occurred. Two errors

were more than the system could bear. Such coincidences could happen again.

A solution needs to be found that acknowledges the possibility, no, the probability of human error. I have one idea: a bell push and

starting signal that must be operated by train and station staff jointly. It's probably not a very good one. Please write to us if you have

a better proposal. We will pass your suggestions on to the rail companies.

John Gulliver

How many committee members does it take to change a light-bulb?

Well, not a light-bulb, actually, just the prices on the cold drinks vending machine at Barnstaple station. The answer's two, and it took

them two hours. But what do you expect when the instruction book appeared to have been translated from Italian into English via

Greek and Chinese and your Secretary and Treasurer are in the Laurel and Hardy class when it comes to such technical matters?

Seriously though, we've reduced the price of the drinks from 70p per can to 50p. We hope that increased sales will make up for the

smaller margin on each transaction. More importantly, we've long felt that the old price (inherited from the previous operator) was

exorbitant.

Once we have finished smartening up the information panel, we'll be able to add a bright new notice pointing out that the machine is

provided by the Rail Users Group. Then we should have a facility that will do us proud. Anyone know where we can get those little

information/advertising cards for the individual lines that slip into the panel?

John Gulliver

Snakes and Ladders: A Tale of Frustration

As a small boy, I enjoyed playing Snakes and Ladders. There was the familiar board divided neatly into one hundred squares and

festooned with ladders and slightly evil looking snakes. At the top right hand corner was square 100, the Holy Grail, the ultimate

prize. On it was written 'Barnstaple to Waterloo Direct Service'. But we have to start on square 1 at the bottom left hand corner,

marked 'Privatisation'.

So we throw a six and off we go. Immediately we land on a snake with the face of a long forgotten Conservative politician (can

anyone remember his name?). It was he who gave our Tarka Line to one franchisee, Wales & West, and the Waterloo-Exeter line to

another, Stagecoach. But, where there's a snake, there's often a ladder. Nearby is a pleasant little Stagecoach one. Stagecoach has

remembered that there's life west of Exeter. So it should, for it operates out of Waterloo with fond memories of the Atlantic Coast

Express. It offers Barnstaple to Waterloo Apex returns for £22.50, or, for old folk like me, £21.45: excellent value.

Nearby is a gigantic ladder, stretching nearly to the top of the board. Stagecoach is bidding for the new Waterloo franchise. It

promises to double 50 miles of the line and run two trains an hour to Exeter. Surely one or two will struggle on to Barnstaple.

But right beside is a snake with the face of Sir Alistair Morton, once chairman of the Strategic Rail Authority. The SRA removes the

Exeter line from the Waterloo franchise and we slither all the way back down to the base. Then we meet another snake, a small one,

but an irritating one nevertheless. Stagecoach wins the franchise. By now it should have started work on the Exeter line. After all,

Chiltern have redoubled most of the line from Princes Risborough to Aynho Junction.

However, one thing about Snakes and Ladders, there's always a ladder somewhere around. Sure enough, we come across a useful

little SRA one. The SRA is keen to reduce the number of franchises, so it creates another one (don't ask me to explain: I'm just a

simple Devonian). This will be called Wessex Trains and this ladder leads to another. The BRA asks for franchise applications. Seven

companies apply. One is Stagecoach. All right, Stagecoach may not renew its line doubling offer, but the other franchisees don't

know this. Hopefully they will renew their redoubling offer.

But around the corner, yes, you've guessed it, there's another snake. It wears the face of Stephen Byers. He puts a stop to all

prospective franchises. However, we continue to plod round the board. Sure enough we come across another ladder, a Byers ladder.

He has restarted the franchising process, but the SRA, not content with seven franchisees, appeals for more. So now, to take a step

forward, we take half a step back.

And then, yes, we encounter another small snake. The Wessex franchise has to join a queue and will not be dealt with until after the

Wales & Borders and Northern franchises. Undeterred, we start to climb one of those long almost horizontal ladders which stretch

right across the board. Unfortunately, we run into yet another snake. This is a very curious snake whose tail disappears into the

mists. We understand the SRA has told the seven to concentrate on services and rolling stock while it looks after infrastructure

improvements itself. Now, is this snake going to turn into a Fairy Godmother type and lay tracks all the way to Exeter? Or does it live

in a house called 'Treasury', in which case it won't lay anything at all?

But horror of horrors: just alongside is a most terrible snake, the most fearsome on the board. Instead of a face, on its head is a bus

The terrifying word 'BUSTITUTION' is written along its side. Now, if you have started the journey from Okehampton you am in terrible

trouble. Alongside is a dual carriageway all the way to Exeter. If you fall into the clutches of this snake, you will never reach square

100.

But what about those of us who start from Barnstaple? Chesterton's `the day we went to Birmingham by way of Beachy Head' will

seem arrow-like compared with our journey to Scarborough by way of Torrington, North Tawton and Exeter. Maybe they will try and

bus us to Exeter via Crediton. Remember how long it took just to get to Portsmouth Arms?

And then, as we carry on along the board, we encounter rail strikes: not snakes, just 'Miss a Turn and Come Back Tomorrow'. Just

as we begin to low heart, we see the best of all ladders, a vertical one with 'Hourly clockface service Barnstaple-Exeter' on the side,

and we ascend to square 91. We can see the magic 100. Them is just one more snake, square 95, 'Economic Downturn'. But if we

leap triumphantly over that...

In my optimistic moments I feel that one day we shall reach the magic 100. But when gloom and pessimism descend I am reminded

of the old saying: 'Those of us who live in North Devon know that the further east we go the more certain we are that the Wise Men

NEVER came from there'. To think that I once enjoyed playing Snakes and Ladders!!

Hugh Butterworth

News UpdateThe Taw at Weir Marsh, below Portsmouth Arms, in mid-

February. Seats properly aligned to windows would open

up such views to all North Devon Line passengers.

Picture: John Gulliver

Enhancement works to the station approach road and area at

the front of the upside buildings at Crediton (Including The Tea

Rooms and Craft Shop) were finally carried out during

January, February and March - this has really improved the

first impressions gained by passengers and visitors to the

station. It is hoped that modified drainage arrangements will

remove the problem of standing water in wet weather.

The establishment of a bus link between Crediton Station and

the Town has taken a step in the right direction at last, with

the Countryside Agency funding a feasibility survey of Public

Transport in the Crediton area. Hopefully this will confirm the

need for a bus link with the station, which would be provided

by a second town bus as it is not possible to include the

station on the present town bus service.

During December last approximately half a mile of track was relaid with new steel sleepers which am made by Corus (formerly

British Steel) at Workington with continuous welded fiat bottom rail ; this joins on to the steel sleepered track laid a few years ago for

a quarter of a mile immediately west of the junction at Cowley Bridge.

A ballast train with a Class 66 loco at each end was seen at Barnstaple in December, having dropped ballast at various places along

the line. During the last few months a few thousand rotten wood sleepers have been replaced by new wood sleepers in various

places along the whole line. Scrub flailing and some attention to lineside ditches has also been carried out by Railtrack's contractors.

In addition fencing contractors have been busy renewing several miles of lineside fencing, mainly between Portsmouth Arms and

Chapleton.

On 12th February the 07.02 Exeter St. David's to Barnstaple, formed of a Class 153 single unit, failed at Morchard Road. Eventually

the 07.09 from Barnstaple coupled onto it and worked forward to St. David's, arriving about one hour late. Road transport was

arranged to rover the 07.02 Exeter forward and the 08.59 from Barnstaple. Later the same day the 16.03 from Barnstaple, formed

of a Class 143 Pacer unit, failed at Crediton. One train failure is bad enough, but two are not acceptable without very good masons. I

understand from rail stall that Exeter St. David's depot fitters are not fully au fait with Class 143 Pacer units and carry few, if any,

spares. It is also understood that several traincrew have complained about the use of Pacer units on the North Devon Line; mainly

because of the poor ride on jointed track.

It is known that Wessex trains inherited more Pacer units than it had scheduled work for - several were displaced from South Wales.

This has coincidentally and unfortunately contributed to Pacers working North Devon Line trains on occasions. If members travel on a

service formed of a Pacer unit (each vehicle only has two axles and thus on jointed track they look and feel like a 'nodding donkey'!)

they might like to let Wessex Trains at Exeter (Admail 3547) know of their displeasure of their journey 'experience'!

We understand from Wessex Trains that the first of their 25 Class 150 2-car units has been internally heavily refurbished and

improved, including alteration to seat layout to provide tables for some seats and more space for cycles and luggage. It is anticipated

that the work on each unit will take four weeks, so it could be two years before all their units have been through works.

Dartmoor Railway reports a very successful Okehampton to Meldon Santa train service with 2000 people carried last Christmas.

Congratulations to NDRUG member Len Gillard, whose long standing use and support of the Dartmoor Sunday Rover trains and

buses has led to him being presented with life-long membership of 'Friends of Dartmoor Railway'.

NDRUG committee member Hugh Butterworth has recently joined the committee of Rail Futures South West (formerly The Railway

Development Society) which should be beneficial.

This summers Exeter/Okehampton Sunday service will be as last year, with five trains each way. Sampford Courtenay station will be

reopened following repairs to the platform and is expected to be served by the eastbound (up) Sunday trains and also the Dartmoor

Railway's steam and diesel twins from Okehampton on various other days.

Tony Hill

The Hornby Solution

Those who missed it may be interested in the following passage, reproduced, with permission, from the leader column of The

Guardian of 17th November 2001. We are not sure whether its author had read The Way Ahead when he - or she - wrote it.

== When size matters ==

To add to Railtrack's embarrassment, while it flounders, losing millions of pounds each year, Hornby, the maker of

model railways, has just chalked up a 54% increase in profits. So, what lessons can Railtrack learn from the success of

the little engines that could?

The first, and most important, is that Hornby trains run an integrated system. They do not separate the running of the

trains from the provision of track and stations, nor do they have a plethora of operating companies. Second, they run

indoors, so leaves on the line have never been a cause of lateness. Third, Hornby is based in Margate and not in

London. We are not completely certain of the significance of this last fact, but it surely merits a treatise at some

upwardly mobile business school.

Hornby has also been helped by the fact that it follows the marketing principle to catch 'em young. Despite competition

from video games, model trains have kept their appeal to the young, middle-aged and old, though always mainly to

men. Also, Hornby has capitalised on Harry Potter with a specially dedicated train set. Indeed, a Harry Potter spell

might be the thing to get the trains to run on time. Hornby is also producing a CD-ROM so that users can design their

own perfect railway. Stephen Byers and Railtrack should be first in the queue.

© The Guardian

Irregular Timetables, Late Night Trains and Run-Round Loops

From time to time, with reference to the North Devon line, there come to the fore what might be called hardy annuals. One of these

relates to what could be termed creative timetabling design: a second to a late train from Exeter: and a third to the need for a loop at

Barnstaple station. There are problems associated with the resolution of all three.

The late train from Exeter particularly exercises member Barrie Britton, who is also irritated by the small variations that affect the

North Devon line timetable, especially when this is compared with that relating to the Exmouth branch. Barrie, not unreasonably

considers the lines to be two parts of a whole, but points out that they do not operate with quite the same nod in the direction of

regularity. The Exmouth line has departures at 54 and 24 minutes past each hour whereas the Barnstaple line - well, we all know

what the Bamstaple line timetable, looks like. He also points out that the Saturday times are slightly different from those operating on

Monday to Friday - and wonders why. Well, until and unless regular interval operation is instituted at Exeter St. David's by the major

operators there, we are unlikely to see it on our line to any great extent: indeed, it could be considered remarkable that the Exmouth

Branch is as successful as it is in this area. I think the latter is due to the shortness of the line and the frequency of the service. No

attempt is made to connect its services with those of the main line since, 'there will always be another along in a minute!' On the

Barnstaple line, the infrequency of the service means that there is a greater need to bear main line services in mind. In addition, there

is much competition for line occupation along the stretch to Cowley Bridge Junction. The current situation does have serious

deleterious effects on some services however. For example: the 20.18 (Sat) Exeter Central-Barnstaple sits at St. David's for 32

minutes. As Barrie points out, this, the last train of the evening, could usefully provide the city centre with a later service if it left at

20.48. On the other hand, would it then miss a connection at St. David's - This train takes 2 hours and 2 minutes to make the journey

across Devon from Exmouth to Barnstaple - slightly less than impressive!

With regard to a late train from Exeter, something which is also close to Barrie's heart, I would refer you my comments in Whose

Way Ahead?, the supplement accompanying this issue, but he also mentions the fact that Wessex Trains' own current timetable

publication - Table D - gives no connections from the North Devon line to Exmouth (or return) on Sundays. I agree that this is a

significant omission. I venture to suggest that them is a good reason for this - at least so far as Wessex is concerned. The

connections are virtually non-existent; they would be too embarrassing to include! There are waits of 60, 53, 77 and 53 minutes at

Central/St. David's in the up direction with a remarkable 126 minute sojourn off the 17.20 Exmouth at St. David's whilst waiting for the

19.53 departure to Barnstaple! Infuriatingly, the 19.30 from Exmouth arrives at St. David's just 4 minutes after the North Devon train

has left! I'll say no more.

It has long been a sore point that no facilities exist at Barnstaple to accommodate incoming excursion services. When the line was

last 'rationalised' - a euphemistic term if ever them was one - it became possible to have only one train at a time on the stretch

between Eggesford and Barnstaple. North Devon is served by what is essentially a long siding. There is always hope that future

developments might alter this. One possibility is that a freight terminal would require changes sufficient to warrant the inclusion of

such a facility: another is that an incoming franchisee would be bright enough to see commercial opportunities in revitalising the line,

including such a scheme within the requirements for an hourly service. It might be possible to have an hourly service without a loop,

but it would arguably be sensible to construct a loop to increase the flexibility of the line, a consideration that would be more

important where a more frequent service might severely disrupt matters if things were to go wrong.

Whatever might be in the future, member Stanley Thomas was not content to wait until then. He wrote, about a year ago, to MP Nick

Harvey. Mr Harvey took the matter up with Railtrack, who replied in the name of Chief Executive, Steven Marshall. Having considered

the point, Mr Marshall replied (on 14th March 2001, please note) that the work involved in such a project would not be '...insignificant,

two turnouts, length of plain line, refurbishment of the second platform, and associated signalling, all to current operating and safety

standards.

Mr Marshall states, 'You will appreciate any such investment requires a positive business case to be initially identified. This will

generally be a joint exercise between the train operator, Railtrack and any other interested parties such as the local authority and rail

user groups (my italics). Railtrack is not aware of any approach from a train operating company wishing to progress this. Therefore

any such scheme at the current time would be purely speculative.

'I am aware the Strategic Rail Authority has requested that Railtrack develop proposals to improve the current rail service. This work

is at an early stage however [sic] it is not anticipated that it would preclude a proposal such as this.'

In copying Mr Marshall's letter to Stanley, Mr Harvey wrote: '...I am sorry not to be able to bring you a more positive response to

your proposals, but I hope that you will take some comfort in the fact that Railtrack investigated your plans,'

Well, comfort? no! But it is encouraging to think that the matter was at least examined, even if the reply is now only redolent of a past

and not exactly lamented era. But there is a further point hem. You will not get what you don't ask for (except through sheer

coincidence). Through Stanley's persistence in writing the letter, Nick Harvey knows that the problem exists and Railtrack knows that

there are some of us who are unhappy with what we are lumbered with, and want change. That can't be bad!

David Gosling

River Taw BridgesThe 1217 Barnstaple-Exeter train at Weir Marsh bridge on

February 18. The low water reveals that not one, but two

piers have had concrete cut-waters installed by Railtrack.

Picture: John Gulliver

Further to the article in our January Magazine on river Taw

bridges and details of our inspections on 31st December, we

now have further details of the work carried out by Railtrack in

2000 and 2001 to reduce the number and duration of line

closures. Excavations were made into the river bed beneath

and around nine of the bridges (the last being Weir Marsh in

2001) and the holes filled with large rocks up to two tons in

weight. These rocks prevent the sand and gravel from being

scoured out and washed away, subsequently threatening the

bridges' stability. There may still be occasions when

exceptionally high river levels cause the water to reach the

bridge decks and risk the decks being pushed off their

supports try the sheer force of the river. Railtrack is

investigating the possibility of pinning bridge decks to the piers to prevent possible movement. However, it must be said that, if water

was this high, then almost certainly the track ballast would be washed away in places, causing the line to be closed in any case!

The 1412 Barnstaple-Exeter train at Weir Marsh bridge just a week later, after several

days of rain, showing what the line's engineers have to contend with. Your photographer

could not have got closer and survived to tell the tale — or bring back the picture.

Picture: John Gulliver

Tony Hill

Bideford & Instow Railway Group

Future Events 2002

Sunday 18th August is the date for the Annual Open Day,

running from 10.00 to 16.00 p.m. at Bideford railway station.

Further information is available from secretary Lewis Andrews

on 01237 423585.

Brake van rides at Bideford station are still awaiting the approval of the Railway Inspectorate. Many people feel that the long delay is

unjustified in view of the reasonably basic nature of the proposed operation. In the meantime, there are still vacancies for volunteer

train drivers and guards to complete an operating rota. Please contact Brian Steer on 01271 343526 if interested.

Alan Wilkinson

Readers Write

The Way Ahead - Some Responses

I return the questionnaire recently sent and would like to add

some comments.

The matter of quietness and comfort of the rolling stock used on

the Tarka Line featured in your questionnaire, but these

characteristics depend, not only on the roiling stock, but very

much on the track itself. At present, there are three stretches of

CWR (continuous welded rail) on this line (at Eggesford, Yeoford

and Newton St. Cyres). Two of these have been there for many

years; the difference in the riding and noise on these lengths is

quite noticeable, and I suppose the total length would only be

about 3 miles. Probably, most of the 40 miles have been there for

many years.

In the late 1980s, I travelled on several single-track, non-

electrified lines in Bavaria and I was quite surprised to see that

all were laid in CWR, although they carried less traffic than the

Tarka Line, using 4-wheel rail buses in some cases. There is a

real case for a programme of track upgrading; this would make for

higher speeds, greater comfort and a quieter ride.

Concerning the stock, I remember that the first Sprinters here

were Class 156 with 2+2 seating; these were later sent to South

Wales and never came back; a reversion to 1950s DMUS took place

until Classes 150 and 153 came, So we have not been well served in

the choice of rolling stock on our line and seem to have had what

others did not want! I recently saw a TV programme where some old

Mk. I coaches were shown and was reminded that we in North Devon

are worse off in comfortable seating provision than 40 years ago.

John McEvansoneya

If there is not already a Rover ticket for the North Devon Line

and feeder buses, there ought to be one. It could be priced at

slightly higher than a Day Return ticket for Exeter-Barnstaple,

but allow bus travel to Bideford, Ilfracombe, etc., at no extra

charge.

Last week I travelled on the Birmingham-Wolverhampton tram and

bought a Rover ticket from the conductor. (Note that the high-tech

ticket machines have been abandoned as unreliable and prone to

vandalism!) The £3.50 Day Rover ticket allowed unlimited travel on

certain bus routes (which were announced by the recorded voice on

the tram) at no extra charge. The market price for the North Devon

Line and its feeder buses might be about £12.

Nigel Bray

May I, rather than comment in the questionnaire, relate my

experience when visiting friends for a holiday at the Cresta Guest

House, Barnstaple last year. I live in Hampshire so started my

journey from Andover, having decided to take the train (just

affordable), doing my bit for the environment and hoping to enjoy

the scenery. Not having used trains since the children were small

some 20-orld years ago, it was all pretty daunting. It was

Saturday, p.m. All was OK from Andover; clean and could see

through windows, but I couldn't find a place for the suitcase so I

put it on a seat beside me. At Exeter, I panicked a bit, not

knowing who to ask which platform; I eventually found someone and

got to the platform, but he didn't say where the train stopped,

due to floods. I realised eventually that it was Portsmouth Arms,

then we would go by coach. The train arrived, I got on but did not

have a very good seat it was one that faces inwards, across the

gangway (lack of experience, perhaps). The windows were dirty (as

were the floors), so I couldn't see out anyway!

At one stop, a lady wanted to get off but the doors did not open

properly: she rushed to the next set and got off - just in time.

There was good service changing from train to coach, but we

arrived in Barnstaple later than the train would have done

(understandably). The return journey was better except for nearly

missing a connection at Exeter: information lacking.

Keep up your good work: all is in the melting pot, transport-wise,

so shout loud and long. Enjoyed The Way Ahead.

Roger Boulton

Tiverton Parkway Car Park Charges

In response to Pat Walters' letter I also feel the car parking

charges, introduced by First Great Western in the last few years

at their stations, are extortionate. Charges do discourage people

from travelling by rail - there is not even a discount for rail

users. Unfortunately there is no longer any rail user group at

Tiverton Parkway to challenge such matters. At Totnes, car park

charges were reduced through the efforts of the Totnes Rail

Transport Group! similarly, for that matter, the unchallenged

deterioration in services at Tiverton Parkway which, incidentally

was opened on 12th May 1986, is entirely unsatisfactory - though

possibly to the North Devon line's advantage! There are several

gaps of two to three hours during the day when no up or down

trains call. There seems little, if any, co-ordination between the

four train operating companies whose trains traverse the Taunton

to Exeter line. One must remember that, under privatisation, First

Great Western has a duty to its shareholders and car park charges

are just another way to raise profits! What is needed at Tiverton

Parkway is for a landowner near the station to open a competing

car park!

Tony Hill

Membership Matters

New Members

We welcome:

Mr Easden, Crediton

Mr Joynson, Chawleigh

Mr Flick, Drewsteignton

Mrs Parker, Bamstaple

Mr Frisby, Bideford

Mr Sunderland, Braunton

Mr Hartley, KingskersweIl

Mr Tummon, Honiton

Mr Harris, Bideford

Mr Williams, Bideford

Committee Meetings

(Members Welcome)

Tuesday, 14th May; 18.45; Eggesford Country Hotel.

Tuesday, 2nd July; 18.15; Corner House, Barnstaple.