Strategy for the Exeter—Barnstaple Rail Line

Representing users of the Exeter to Barnstaple Rail Line STRATEGY FOR THE EXETER—BARNSTAPLE RAIL LINE September 2013 1 2 CONTENTS EXECUTIVE SUMMARY ..............................................................................................4 1 INTRODUCTION ......................................................................................................5 2 BACKGROUND .......................................................................................................5 3 POPULATION AND EMPLOYMENT GROWTH .....................................................7 4 ASSESSING DEMAND ............................................................................................9 5 ROLLING STOCK ..................................................................................................10 6 OTHER FACTORS .................................................................................................10 7 ASPIRATIONS ........................................................................................................12 8 PAYING FOR THE ASPIRATIONS .........................................................................17 9 CONCLUSION ........................................................................................................18 APPENDIX 1 TARKA LINE JOURNEY FIGURES .....................................................19 APPENDIX 2 STATION FOOTFALL 2003/4, 2009/10, 2011/12 .................................21 APPENDIX 3. TARKA LINE PASSENGER GROWTH FORECAST ..........................23 APPENDIX 4 SEATING CAPACITIES - WEST AREA DIESEL MULTIPLE UNITS ...27 APPENDIX 5 POTENTIAL INFRASTRUCTURE IMPROVEMENTS .......................31 APPENDIX 6 CURRENT TIMETABLE ....................................................................37 3 EXECUTIVE SUMMARY 1. The purpose of this Strategy is: a) To make the case for further investment to cope with a projected threefold increase in passengers in the Control Period leading up to 2025; and b) To provide evidence in support of our aspirations for the next Greater Western Franchise. 2. Passenger growth over the last decade or so has been above average and consistent – an increase of 250% over the last twelve years. Whilst there has been some improvement in the service over that time, many trains suffer from overcrowding – some seriously so - caused mainly by a lack of additional carriages for sea- sonal and peak services. Given that the line is almost 40 miles long, this can and often does result in passengers having to stand for an hour or more or unable to board. 3. There is a considerable amount of new housing development proposed in northern Devon which will result in a population increase of around 22%. Exeter is the economic driving force of Devon and much new housing and commercial development as well as educational facilities are proposed. This will result in a considerable increase in demand for local train services including the Tarka Line, due to economic and environmental factors encouraging a modal shift in transport favouring rail. 4. In assessing demand for travel on the Tarka Line we have also taken into account many other local and ge- neric factors and are confident that our projection of 10% year on year growth will continue, provided capacity keeps up with demand. This will result in over 2,000,000 passengers by 2025 – a tenfold increase since the year 2000. 5. We have taken into account a number of other factors such as the need for good quality car parking at stations, the impact of tourism and the possible consequences and outcomes from the Great Western electrifi- cation programme and, consequently, have produced a strategy based upon the aspirations contained in the following schedule. TARKA LINE - SUMMARY OF FUTURE ASPIRATIONS SERVICE DEVELOPMENT INFRASTRUCTURE STATIONS PROMOTION/MARKETING SHORT TERM (1-5 YEARS) Fill am & pm gaps in existing service Barriers at Salmon Pool & Humps @ Copplestone & Extension of Barnstaple Bus Lengthen busiest trains Umberleigh Newton St Cyres Plus and better marketing of Saturday late evening service Time saving improvements Barnstaple interchange this and Exeter scheme Extra early Sunday am train at Eggesford level crossing improvements Special fares introduced to Reduce Chapelton to Sunday only Line speed enhancements Eggesford car park encourage use of spare "Lock in" facility at Barnstaple Eggesford platform capacity Flood alleviation works extension MEDIUM TERM (6-10 YEARS) Introduce four coach trains Platform lengthening as Further improvements at Continuation of the above Introduce stopping service from necessary Barnstaple to cater for enh- plus general marketing as Eggesford to Exeter at main comm- Further line speed enhance- anced bus service to and carried out by D&CRP uting & shopping times running to ments & cwr from growth areas Attracting freight operators and from Honiton Provide passing loop in vicin- Minor improvements at Late evening service every day ity of Copplestone Umberleigh if Torrington - Hourly Sunday service Turnback siding at Eggesford South Molton bus introduced Through London service if required Car Parking at Copplestone Freight & excursion facilities Umberleigh & Barnstaple at Barnstaple LONG TERM (11 YEARS+) Overlay two trains per hour over Provision of a passing loop Major improvements to Continuation of the above entire length of line - stopping north of Eggesford and facilities at Barnstaple pattern to be determined by investigate need to reinstate Provision of Mid Devon demand and infrastructure a section of double track Parkway Station coupled constraints south of Crediton in conjunc- with passing loop tion with signal renewal Provision of freight facilities 6. In preparing this document we should like to record our grateful thanks for the support and assistance given by a wide range of individuals and bodies. 4 1 INTRODUCTION 1.1. The purpose of this Strategy is: a) To make the case for further investment to cope with a projected threefold increase in passengers in the Control Period leading up to 2025; and b) To provide further evidence in support of our Aspirations for the next Greater Western Franchise. 1.2. We have prepared this document with a view to sending it to all major train operating groups and to the Department for Transport (DfT), Office of the Rail Regulator and Network Rail. The document has been prepared in consultation with the Devon & Cornwall Rail Partnership (DCRP) and also, most importantly, Devon County Council (DCC) as the transport authority for our area and with whom we have a strong working relationship. 2 BACKGROUND 2.1. The Tarka Rail Association was formerly known as the North Devon Rail Users Group. We have over 200 members and a Committee of volunteers representing users along the whole 39 route miles of the Exeter – Barnstaple railway line. We are the longest established users group in the south-west of England and are widely respected in the industry, not least because of our very positive and pro-active stance. 2.2. As well as performing a watchdog function, we have in recent years been in- strumental in influencing DCC, Network Rail and First Great Western (FGW) to expand and develop the timetable, especially in successfully campaigning for an additional Sunday morning and Friday late evening trains. 2.3. We have developed, with fi- nancial support from FGW, a local station floral competition which has transformed the appearance of the stations, and returned them to the heart of the local communities. We have also produced award winning walks brochures and carried out physical works to the station and redun- dant platform at Barnstaple. 2.4. We have also worked with D&CRP on some of the above issues as well as their ongoing twice yearly passenger counts and surveys. 2.5. Statistical evidence on line performance is available in the table at Appendix 1. This shows considerable year on year growth over the last decade, with 5 out of the last 10 years achieving growth of greater than 10% and 3 of those being greater than 15%. Appendix 2 shows how the situation has changed at individual stations dur- ing the past 10 years. Whilst Barnstaple continues to dominate, it should be noted that the intermediate stations now account for some 28% of passengers. 5 2.6. Again, in association with D&CRP we have worked with FGW on a strategy which has seen excellent value fares introduced throughout the far south west and which has played no small part in the tremendous renaissance of local train services, particularly in Devon and Cornwall. 2.7. We are, therefore, well placed to inform about the future needs of the line, based on many years of experience and with extremely detailed knowledge of the infrastructure and the constraints it imposes. Furthermore, we can and do provide very good customer feedback as to passenger requirements. We are, therefore, a very good link between any train operator and their customers. 2.8 The basis for the service is the track and the infrastructure on which the trains depend. The line is single track with just two passing places – at Crediton and Eg- gesford. The maximum line speed is 70mph although there are many stretches be- low this such as 55mph north of Copplestone and 60mph north of Umberleigh. Apart from the lack of passing places, the other constraints include Salmon Pool and Umberleigh level crossings, Penstone Bridges and other bridges where track is mounted on longitudinal timbers all of which have an impact on line speeds. Indeed it is because of the latter that there is a 30mph limit along the

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