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Strategy for the Exeter to Barnstaple Rail Line 2016—2025

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Strategy for the Exeter to Barnstaple Rail Line 2016—2025 Strategy for the Exeter to Barnstaple Rail Line 2016—2025 Strategy for the future development of the Exeter to Barnstaple secondary mainline Produced and published by the Tarka Rail Association April 2016 Contents 1 Introduction 2 Background 3 Population and Employment growth 4 Assessing Demand 5 Other Factors 6 Aspirations Appendix 1 Current state of 2013 strategy aspirations Appendix 2 Line journey figures 2001-2015 Appendix 3 ORR estimates of station usage Appendix 4 Barnstaple Station draft plan Appendix 5 Possible Barnstaple—Axminster timetable Appendix 6 Comparative journey times 1. INTRODUCTION 1.1 ‘A Strategy for the Exeter – Barnstaple Rail Line’ was published in 2013. A copy can be viewed on the Association’s website (www.tarkarail.com). The aspirations con- tained within that document and their current status are set out in APPENDIX 1. It will be seen that little progress has been made so far, although there are a num- ber of commitments in the GWR franchise. 1.2 However, circumstances alter and there has been a step change not only in passen- ger usage (see APPENDIX 2) but also in the strategic importance of the line in re- lation to economic growth, particularly in northern Devon, as well as considerable housing development. 1.3 This revised strategy looks forward for the next 10 years or so and sets out our as- pirations for service and station developments. SUMMARY OF OUR ASPIRATIONS The figures in brackets refer to the relevant paragraph in this document where more detail or justification is given. SHORT TERM 2016 - 2019 1 The need for additional passenger carrying capacity (6.2) 2 The need for additional early and late trains (6.3) 3 Barnstaple line trains to be extended to Axminster (6.4) 4 The desirability and passenger demand for through trains to London (6.5) 5 Reduction of the Barnstaple – Exeter journey time to 55 minutes or less. (6.6) 6 Intermediate stations platform extensions (6.7) 7 Car parking provision at Copplestone and Umberleigh (6.8) 8 Umberleigh, Eggesford and Copplestone to have scrolling passenger information screens (6.9) 9 Special winter fares offer (6.10) LONGER TERM 2019 – 2025 1 Twice hourly daytime service (6.11) 2 Interim peak hour/shopping service from Crediton – Exeter or Cranbrook (6.12) 3 Six-coach trains at periods of peak demand (6.13) 4 Need for hourly Sunday service (6.14) 5 Barnstaple station to be enlarged to cater for demand and to re- flect its importance as a gateway to northern Devon (6.15) 6 Crediton station to have a staffing presence (6.16) 7 Railhead stations to have Ticket Vending Machines (6.17) 8 Introduction of rail-borne freight (6.18) 2 BACKGROUND 2.1 Much of the background information given in the 2013 Strategy remains valid and, amended where necessary, is repeated below. 2.2. The Tarka Rail Association was formerly known as the North Devon Rail Users Group. We have around 200 members and a Committee of volunteers represent- ing users along the whole 39 mile route 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 dedication and very positive and pro-active stance. 2.3 As well as performing a watchdog function, we have in recent years been instrumen- tal in influencing Devon County Council, Network Rail and erstwhile First Great Western (FGW) to expand and develop the timetable, especially in successfully campaigning for additional Sunday morning and Friday late evening trains. We have developed, with financial 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 books and brochures and carried out physical works to the station and the currently un- used second platform at Barnstaple. 2.4. We have also worked with Devon & Cornwall Rail Partnership 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 2. This shows considerable year on year growth over the last decade, with five out of the last 10 years achieving growth of greater than 10% and three of those being greater than 15%. APPENDIX 3 shows how the situation has changed at individ- ual stations during the past 10 years or so. Whilst the intermediate stations still account for some 28% of passengers, Barnstaple continues to dominate, and has achieved approximately 70% of the growth since 2003/4. However, with the in- creased development and potential use by passengers from North Devon, Barnsta- ple can be expected to grow to account for up to 80% of passengers in the medium to longer term. 2.6. Again, in association with Devon & Cornwall Rail Partnership 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 infra- structure 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 de- pend. The line is single track with just two passing places – at Crediton and Egges- ford. The maximum line speed is 70mph although there are many stretches below 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 Um- berleigh 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 be- cause of the latter that there is a 30mph limit north of Coleford Junction for loco- motive hauled trains. 2.9. The current timetable is the best ever, with fourteen return journeys Mondays to Saturdays (fifteen on Fridays) and seven on Sundays (most operating to/from Ex- mouth), yet there is severe overcrowding on certain services and not just in the summer peak. This has been recognised, and to their credit FGW/GWR have pro- vided relief where possible but more rolling stock, lengthier and, in the longer term, more frequent trains are the only effective way of curing the problem. In many cases the situation is just as bad as the well recognised problems in the Bristol area. This is because Exeter is a rapidly expanding city with a buoyant economy and bus- tling shopping and leisure facilities drawing people from a wide catchment area, within which the Barnstaple line, (as well as the other elements of the proposed Devon Metro), is playing an increasingly important part. 2.10. It is not uncommon for passengers to be forced to stand for an hour or more, often among large quantities of luggage and buggies. There is also a very limited capacity for the carriage of cycles, surfboards and other bulky items on these trains despite Tripadvisor‘s 2015 survey having voted Woolacombe in North Devon as the Best Beach in the UK. 2.11. One of our priorities is to reduce the end to end journey time within the standard off peak stopping pattern. This is to maintain the competitiveness of the train ser- vice and to ensure it remains an attractive alternative to other modes of transport. Network Rail has replaced much of the jointed track with continuously welded rail but there has been no increase in speed limits, and thus no reduction in journey times. 3 POPULATION AND EMPLOYMENT GROWTH 3.1 Road and rail each have an important role to play in meeting the transport needs of the area served by the Barnstaple line. In northern Devon, the A361 North Devon Link road is the main highway, but it suffers from lack of capacity and a poor acci- dent record (although steps are being taken to address these issues). However, whilst it gives access to the M5, the railway line gives access directly to the city of Exeter and its environs. Whilst there are several bus links serving the communities along the line, these are often slow by comparison with the railway where they run broadly in parallel, such as service 5C from Exeter as far as Chulmleigh. 3.2 Barnstaple station is the railhead for the whole of the northern Devon growth area. The town is the main focus for employment, shopping and leisure opportunities and provides a range of higher order services for commercial, cultural, health, education, recreation and social activities. Petroc College provides opportunities for further and higher education for the whole of northern Devon. 3.3. The 2011 Census shows the population of the area covered by the combined Tor- ridge and North Devon Local Plan as 158,300. 3.4. The other major town served by the line is Crediton with a 2011 population of 7,835. 3.5. Elsewhere the line passes through largely rural areas with a relatively static popula- tion although certain settlements in the catchment area such as Bow and North Tawton are seeing some additional housing and Copplestone itself will shortly have a number of additional dwellings.
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