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

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

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 electrification 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.

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 during the past 10 years. Whilst Barnstaple continues to dominate, it should be noted that the intermediate stations now account for some 28% of passengers.

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 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 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 whole line 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 operation to/from Exmouth), yet there is severe overcrowding on certain services and not just in the summer peak. This needs to be recognised, as in many cases the situation is just as bad as the well recognised problems in the Bristol area. Exeter is a rapidly expanding city with a buoyant economy and bustling shopping and leisure facilities drawing people from a wide catchment area, within which the Tarka Line, (as well as the other elements of the proposed Devon Metro), is playing an increasingly important part. The most recent Passenger Counts (and our own ex- periences) show that the following trains are consistently the most overcrowded:

0700 from Barnstaple Monday – Friday (during college term time) 0943 from Barnstaple Monday – Saturday, 1043 from Barnstaple Monday - Saturday, 1143 from Barnstaple Saturday, 1527 from Exeter St Davids Monday – Saturday, and worst of all 1657 from Exeter St Davids Monday – Saturday, 1757 from Exeter St Davids Monday – Saturday during school holidays, 1000 from Barnstaple - Sunday.

2.10. In many cases this involves passengers having to stand for an hour or more, often among large quantities of luggage and buggies. There is also a very strict limi- tation on the carriage of cycles, surfboards and other bulky items on these trains.

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 service and to ensure it remains an attrac- tive alternative to other modes. Network Rail are in the process of replacing much of the jointed track with continuously welded rail and we are working with First Great Western and Devon County Council to en- Materials stockpiled at Umberleigh sure that the work results in line speed im- ready for track renewals. provements.

3 POPULATION AND EMPLOYMENT GROWTH

3.1Research into emerging Local Plans together with discussions with Devon County Council has established the following situation:

3.2 Barnstaple Station is the railhead for the whole of the northern Devon growth area. Barnstaple 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 Torridge 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 21,100.

3.5. Elsewhere the line passes through largely rural areas with a relatively static population.

3.6. The local plans incorporate policies which make provision for additional housing as follows:

North Devon (embracing Barnstaple and northwards towards Ilfracombe Also Fremington, Bideford/Northam areas and some rural) looking towards Barnstaple Station 11,600 dwellings

Torrington & South Molton and some rural looking towards Umberleigh Station 2,620 dwellings

Crediton 570 dwellings

TOTAL 14,790 dwellings

3.7. Using the conventional 2.4 persons per dwelling conversion factor, this equates to some 35,496 people.

3.8. Overall this represents an increase in the total population of North Devon & Torridge of some 22%. For Crediton this equates to approximately 5.6%.

3.9. The destination of passengers is also important, especially in the light of what is happening within and to the east of Exeter. Whilst the local plans for Mid Devon and North Devon/Torridge make provision for some employment development, there can be no doubt that Exeter and its environs will continue to exert a major influence as an educational, employment, shopping and entertainment centre in addition to giving access to elsewhere on the national rail network. Exeter is fairly unique among provincial cities in having no less than ten existing or proposed stations( as shown on the accompanying map) and therefore accessibility by rail to the residential and employment areas as well as the City centre is extremely high.

3.10. Whilst there are expected to be some 12,000 additional houses constructed within and to the east of Exeter, this must be seen against the large number of employment jobs likely to be created which total somewhere in the region of 23,000. Many of these additional jobs will be within the catchment areas of Pinhoe and the new Cranbrook stations as well as the established Digby & Sowton Station on the Exmouth branch and the new Marsh Barton station, and so this will inevitably affect the pattern of demand for train services in the area, including from and to the Barn- staple line and especially given the potential benefits of the Exeter Plus Bus scheme.

3.11 It is vitally important to recognise the role Exeter plays as the key driver of the Devon economy and so it is absolutely crucial that jobs and growth continue. However, the local rail network, including the Tarka Line, will become even more important because the road network cannot accommodate all the extra journeys

that will be generated. There are no plans to improve the historic road network which also does not lend itself to bus priority schemes. Nor are there any plans to significantly increase City centre parking. Consequently we strongly support Devon County Council’s strategy to develop the local rail network and construction of new stations.

4 ASSESSING DEMAND

4.1. Assessing demand and making growth predictions is, inevitably, difficult. In do- ing so we have looked at previous usage patterns as well as the following:

a) The proposed increase in population resulting from the development described above. b) Continued inward net migration, including the increasing permanent occupation of erstwhile second homes. c) The continued success of northern Devon as a tourist destination. d) The Tarka Line is some 40 miles long therefore a round trip to Exeter is 80 miles and the choice of travel mode will be dependent on the price and availability of fuel plus the cost of parking. e) Increasing road congestion, especially on the approaches to Exeter and Barnstaple and on the A361 North Devon Link Road. f) Continuing growth in demand from the rural hinterland. g) People are increasingly aware of their green credentials and there is clear evidence that rail is being chosen over road in an increasing number of cases. h) The effect of any park and ride initiatives which might be established. i) Potential line speed enhancements and, longer term, any additional infrastructure will encourage both local and longer distance passengers. Reduction of end to end journey time is seen as a key objective and is reflected in our aspirations. j) Passenger growth has outstripped population growth and there is no reason to believe this will not continue, provided capacity keeps up with demand. k) Rail, as a percentage of all travel has increased from 4.6% to 7.5% and again there is no reason to believe that this will not continue to rise provided service and fare lev- els are kept on an even keel.

4.2. We have looked at three growth rates – 5%, 10% and 15% year on year. 5% is near the industry norm and we see this as an absolute minimum. Although there have been some dramatic increases, we do not see 15% as achievable over the longer term, not least because of the uncertainties over timing of capacity increases.

4.3. Reference to Appendix 2 will show how passenger numbers have grown over the last twelve years or so, consistently above the national average and at an average of 10% per annum. We started this work in 2009 and it will be seen that our projections have been accurate. For example in 2012 the line carried 543,519 passengers compared with our projection of 539,660. Consequently, based on all of the foregoing and provided capacity keeps up with demand, we can be reasonably confident that passenger numbers will grow to around the 2 million mark by 2025/6.

5 ROLLING STOCK

5.1. Although current seat occupancy is presently around 46% (based on an average 125 seats per train), it would be unrealistic to expect those flows at the beginning or end of the day to carry more than a handful of passengers. [As an aside and in this respect, significant savings in effectively dead mileage could be made if it were possible to berth one or two trains overnight at Barnstaple.] Similarly in the middle of the day there is spare capacity although even previously lightly loaded trains are much busier than they used to be, as shown in the results of the regular series of passenger counts carried out by the Devon & Cornwall Rail Partnership. Neverthe- less, it is already the case that peak and many off peak trains cannot cope with existing demand.

5.2. The seating capacity of various types of rolling stock either currently in service on the Tarka Line or potentially so are shown in Appendix 4. It is unlikely that any further rolling stock will become available until such time as the first stage of the Great Western electrification is completed, which should release Thames Tur- bos for use further west than the Thames Valley. At that time a number of options present themselves, among them, as currently being considered, is the introduction of Class 158s and the separation of the Barnstaple service from the linked Barnsta- ple -Exeter – Paignton group of services. This could potentially be beneficial in terms of choice of destination, provided the needs of regular commuters can be sat- isfactorily protected.

5.3. Consequently, based on a train seat occupancy of 50%, and the possible introduction of Class 158 trains in 2015/6 with 135 seats, we see the need for incre- mental increases in capacity as detailed in our aspirations below.

6 OTHER FACTORS

6.1. Without good quality and secure car parking, the Tarka Line will not fully achieve its growth potential.. The situation at Eggesford is well recognised and some progress is being made towards implementing a scheme which has received planning permission. Scope exists to establish a new parkway station to serve Mid Devon at Copplestone to replace the existing Copplestone and Morchard Road stops and also to accommodate a passing loop in a similar scheme to that at Penryn on the Falmouth line. We believe that the car park at Umberleigh will need to be expanded to take account of the new housing at Great Torrington and South Mol- ton, for which Umberleigh is the railhead. We suggest that this, coupled with a new bus link between the two towns, would be a medium term project funded, at least in part, by developer contributions from housing in Torrington and South Molton .

6.2. Tourism, especially in the summer, is vital to the local economy and at peak times, the local population is almost doubled, with the north of Devon having some of the highest number of bed-nights in the south west. This has an impact on the railway, not only for visitors arriving and departing at the start and end of their holidays, but also for days out to places such as Exeter, Torbay, Plymouth and south Devon.

6.3. Tiverton Parkway is seen as an alternative option for people travelling from northern Devon to the Midlands and the North, or towards London, mainly because it is seen as a quicker option and also offers earlier and later travel opportunities especially for those on business trips. However, it depends on road access along the increasingly congested A361 and expensive car parking charges. Whilst a reinstated rail link would overcome these problems and provide an alternative route, especially when problems occur, this must be considered a remote possibility (given that the A361 occupies much of the former track-bed at its northern end) and so it is important to look at other measures to overcome the shortcomings of the additional time and distance penalty of using the Tarka Line. Already the fare is the same and one key improvement for future service planning would be better connectivity at Exeter St Davids.

6.4. Okehampton has been proposed as the destination for a through service from Exeter. The reality is that such a service cannot be envisaged in the foresee- able future. However, given the dire economic situation in the town and the need for residents to access the Exeter jobs market, a service to and from an interchange at Yeoford is seen as a possibility, albeit probably with a limited service initially until demand builds. The main consideration will be to ensure that Tarka Line trains have the capacity to deal with demands from such a service.

6.5. Bideford. Restoration of the railway to Instow and Bideford is a local aspira- tion and the route is safeguarded from development in the draft Local Plan. We support this but recognise that the costs are likely to be prohibitive unless funded through the proceeds from development. Restoration to Ilfracombe is even more unlikely not least because of the practical difficulty and cost of bridging the River Taw.

6.6. Electrification in the longer term is quite possible. The IC125 (HST) fleet cannot go on for ever and so it is inevitable that the wires will extend from New- bury and Bristol at least as far as Paignton/Plymouth if not Penzance. Similarly, the “Electric Spine” from Southampton to the north of England will need the diversion- ary route via Salisbury to be wired if electric freight traction is to be more widely used. With the Class 158/159s currently operated by South West Trains being the only diesel trains in their fleet, and they are already over 20 years old, there would be sense in extending the wiring from Salisbury to Exeter not least to provide a di- versionary route especially if accompanied by some restoration of double track at various points along the route. It would, therefore, make sense to electrify the Ex- mouth and Barnstaple lines in due course to eliminate what would otherwise be a small diesel fleet in an otherwise fully electric area.

6.7. Therefore, we base our aspirations on all of the above factors and at a realistic continued growth rate of around 10% year on year, reaching some 2.2 million passengers by 2027.

7 ASPIRATIONS

7.1. Against this background and the foregoing factors, our aspirations are as follows:

SHORT TERM

A. Provide adequate capacity to deal with the daily overcrowding, which frequently is very severe. This can be overcome partly through the introduction of longer three coach trains on most services, especially those trains which are most crowded and referred to above, and partly by filling the current 103 minute gap between the first and second morning departures from Barnstaple and, most crucially, the 90 minute gap between the 1527 and 1657 departures from Exe- ter St Davids (1517 and 1653 from Exeter Central). As part of this work, we see the need for platforms at Eggesford Station to be lengthened to accommodate three and four car trains with 23m long coaches.

B. In consultation with Network Rail, works to improve line speeds, resulting in journey time reductions, initially to under one hour for standard stopping pattern trains. Network Rail are asked to examine any time savings that will be possible through the continued installation of continuously welded rail, the barrier installation at Salmon Pool and Umberleigh level crossings and modifica- tions to the operation of Eggesford level crossing. Network Rail are also asked to consider removing the 30mph speed restriction for loco hauled trains north of Crediton. The Penstone bridges, near Coleford, are another barrier to raising line speeds on the line with longitudinal timbers in need of upgrading as a top priority.

C. The line has always been prone to disruption due to flooding. There are lengthy stretches of the line that run close to the Rivers Taw, Yeo and Creedy. In particular the areas north of Chapelton, around Portsmouth Arms, Kings Nympton and Lapford are prone to flooding. However the real weak spot for the line is Cowley Bridge Junction itself where the River Exe and River Creedy come together. While relief channels and flood basins exist there have been a number of occasions in recent decades where flood waters have overcome the infrastructure. In particular during the Winter of 2012/13 when the line was isolated due to the impact of flood damage. A number of flood resilience schemes have been proposed for the area around Cowley Bridge Junction and TRA supports the early commencement of works that would minimise the impact of such flood events to reduce any periods of line closure and thus allow quick restoration of services.

D. Following the success of the late evening Friday train and requests from users, we seek a similar train to be introduced on Saturday evenings.

E. In order to enable shop and other workers to use the train to reach work in Exeter City Centre in time for 1000, an earlier Sunday train is required. This would also facilitate days out by local residents as well as assisting those making long distance journeys.

F. In recognition of the very low use made of Chapelton Station, it is proposed that it should be served by a limited number of trains on Sundays only as a recreation resource.

G. There are platform height issues at a number of stations, but the worst is at Copplestone, where the low platform acts as a constraint on use by those with mobility problems. We see this as an important short term issue needing to be addressed. We are very pleased to note the introduction of Harrington humps at Copplestone and Newton St Cyres is now agreed for implementation shortly by Network Rail.

H. We support the proposed works at Barnstaple to reopen the northern exit from the Station to facilitate access to the car park and to the town centre and also to enable the taxi rank to be relocated to a safer location.

I. In order to fill empty seats on certain morning trains towards Barnstaple, it is proposed to develop specially reduced fare offers in conjunction with D&CRP. This is to optimise the use of available capacity at an otherwise quiet time of day and to improve the economics of the line.

J. There is a pressing need for additional car parking at Eggesford Station. A scheme exists which would provide a car park and associated improved safe access and lighting at this notoriously difficult and dangerous location. Planning approval for this scheme has now been given. However funding for the project will need to be found and is most likely to come from a car park management undertaking such as APCOA.

K. Similarly, there is a need for additional car parking space at Morchard Road Sta- tion. This is supported by local residents in their response to a consultation on the Parish Plan. Options are limited, but a small scale relatively low cost scheme has been designed, and is now included in the Devon County Council rail plan for 2014/15.

L. The Ticket Office at Barnstaple nominally closes at 1815 Monday – Sat- urday & 1740 on Sundays. In practice, because of single manning, this means that the toilets and other facilities are withdrawn earlier than needed and so we consider that there is a need for the facilities to be available until after the departure of the 1916 train Mondays – Saturdays and 1920 on Sundays.

M. Public transport interchange and ticket interoperability are not only TRA aspirations, but those of local and central government. TRA believes that the existing range of rail/bus ticketing available for the line is under promoted and consequently not well used. TRA believes that the current PLUSBUS schemes at Barnstaple and Exeter deserve development and that the range of through rail-bus tickets for destinations at Appledore, Bideford, Combe Martin, Ilfracombe and Westward Ho! need reviewing and should then be properly promoted. We aim to achieve significantly increased sales of such tickets and develop further bus links with the railway.

MEDIUM TERM

N. In order to cater for increased passenger demand we seek provision of the following:

i). Four car trains for most of the day ii). Introduction of a stopping service from Eggesford to Exeter at busy times to enable Barnstaple trains to run calling at Umberleigh, Eggesford and Crediton only. iii). A late evening service every day iv). An hourly Sunday service.

O. In order to accommodate the service specified in N we seek provision of the following by Network Rail:

i). Apart from Eggesford (see A above), other station platforms are long enough to accommodate four coach trains. However, some lengthening may be necessary in due course to accommodate trains made up of four car class 158’s.

ii). Further line speed enhancements and track renewals designed to make the most of 90mph rolling stock.

14 iii). Construction of a passing loop in the vicinity of Copplestone, plus provision of a turn-back siding at Eggesford if required. (Appendix 5)

iv). At the northern end of the line the provision of a lock in facility in order to provide operating flexibility, e.g to split trains at Barnstaple. In addition, points and a ground frame already exist and the spare platform has been cleared by TRA and is ready for re-surfacing,, lighting and a shelter. As well as providing further operational flexibility, this would also facilitate the operation of excursion and freight trains. For the latter, the existing sidings could support an initial operation, only requiring a concrete loading pad. In pursuance of this, TRA are willing to fund the acquisition of a token machine.

P. We receive a large number of suggestions for through trains to London. As noted previously Tiverton Parkway effectively has no spare capacity and yet, despite this, the largest number of off-route ticket sales from the Tarka Line is to Lon- don. We therefore strongly support and would favour such trains to either London Pad- dington or to London Water- loo, where portion working of South West Trains service just terminated from trains that terminate from London Waterloo there at Exeter St Davids would be relatively straightforward. A possible alternative route, which would also open up new journey opportunities, would be from Barnstaple via Honiton and Yeovil to Paddington. A single return journey each day could be introduced initially and the service could then be developed over time as demand increases. We appreciate that, depending on which option is decided upon, this could have implications for the South West Trains franchise, but is a relatively minor matter.

Q. Implementation of the Barnstaple Gateway scheme to include enhanced provision for bus services which will serve the various growth areas proposed, especially to the west of the railway in Barnstaple and at Bideford.

R. Carry out minor improvements at Umberleigh Station to accommodate the proposed Torrington to South Molton bus service and to provide additional car parking as demand grows.

S. Provision of additional parking spaces at Umberleigh and at Barnstaple in order to cater for the inevitable increase in demand.

LONG TERM

T. In the long term, and based upon the projections set out above, we see the need for a more frequent service, initially around the peak periods, but eventu- ally a twice hourly service of alternate fast and slower services along the whole length of the line. Therefore, we see the need within the franchise period for a further passing or, preferably, dynamic loop, in the vicinity of the Portsmouth Arms / Umberleigh area. (Appendix 5) The opportunity to carry out a single platform passing facility (as at Penryn on the Falmouth line, which a real cost saver) may be available at the Copplestone passing loop referred to in Aspira- tion O(iii) associated with the provision of a substantial car park to create a Parkway Station which could replace the present Copplestone and most services at Morchard Road stations, whereas the northern loop need not neces- sarily be at a station. In order to give increased reliability and timetable robust- ness, we also see the need to extend the loop at Crediton further towards Exeter.

U. Although interim proposals have already been referred to, in the long term we should like to see Freight return to the line. In recent years a number of possible options have been considered. These have including construction materials for major building projects such as the Atlantic Array Wind Farm and a number of supermarket constructions projects. Also transporting military stores and vehicles to RMB Chivenor and the Amphibious Trials and Training Unit of the Royal Marines (ATTURM) at Arromanches Camp, Instow. More recently consideration was given to the construction of a waste incinerator plant at Barnsta- ple which could have used rail as a means of removing the waste product. How- ever the most likely possibility now seems to be the delivery of supermarket supplies. The Tesco Sainsbury, Morrison and Asda retail organisations all have outlets in the area. There are more than a dozen such large stores within reasonable range of the line (two directly alongside the line). A further large store now has planning approval at Barnstaple. It would seem to us that the there is an obvious opportunity for rail freight operators to exploit such traffic. The increasing cost of road transport has made rail freight a more viable proposition over long distances and with Exeter Riverside Yard available to split bulk trains for onward distribution using the West Country rail network, it would seem appropriate to encourage consideration be given to such traffic. The environmental credentials of rail are also becoming a strong incentive for retailers to consider this option. Two small rail served yards at Crediton and Barnstaple already exist and could be used for containerised traffic. While it would be difficult to find daytime pathways with the current infrastructure, night time pathways could be investigated. This would require additional signalling shifts at Crediton and ideally raising of the line speed limit for loco hauled trains.

GENERAL COMMENTS

7.1 Localism is high on the national Agenda and the Tarka Rail Association is always willing to play its part and also take on new challenges. As has been shown above, the Asso- ciation has done much in practical terms to support and promote the railway. For example, should any further opportunities such as former railway premises become available, the Association would be very willing to consider operating, say, a ticket and information office.

7.2 There will always be a need for printed information, especially journey details. It is important that this is clear, including for those with poor eyesight, and so we would ask that all essential printed information is produced in a minimum 12pt sans serif typeface as used in this document.

7.3 TRA would very much like to develop the visitor potential of the Tarka Line. To this end we should like to explore opportunities to provide guided commentary for those using the line for leisure purposes (as is very successfully undertaken on the Settle & Car- lisle line for example). Longer term we should like to see the development of charter traffic to the line.

8 PAYING FOR THE ASPIRATIONS

8.1 Clearly each of these aspirations has a cost, in some cases very significant. However, if the line is going to perform safely and robustly whilst meeting ever increasing demands for more services and faster services, then clearly a way has to be found to facilitate these. Economic and housing growth will generate funds through the Infrastructure Levy and monies should become available through the various funds delegated by central government to county councils and local economic development bodies.

8.2 Our short term aspirations rely on squeezing the maximum possible out of the existing infrastructure, incorporating already approved improvements to level crossings and supporting the major initiatives for improving the situation regarding flooding at Cowley Bridge Junction.

8.3 However, our short term aspirations do depend very much on the provision of a very small number of additional vehicles and we acknowledge these are in short supply. Nev- ertheless, we understand that studies are in place that would result in the introduction of a loco hauled train for part of the Cardiff – Taunton service, and this should ease the situation slightly.

8.4 We estimate the costs for a late evening Saturday train and additional Sunday train would be approximately £12,000 each per year. Whilst some initial pump priming may be necessary, we consider that these costs should easily be met from the farebox after the first year.

8.5 We understand that the area covered by Exeter Panel Signal Box will migrate to the Regional Control centre at Didcot in 2025. Therefore, we have proposed the major infrastructure changes around that timescale. This will be after the major route modernisa- tion and electrification of the Great Western main line when, hopefully resources for relatively small scale enhancements such as we are proposing can be made available.

9 CONCLUSION

9.1 Following local consultation with Devon & Cornwall Rail Partnership and Devon County Council, this paper is being made available for circulation and will also be published to our web site www.tarkarail.org

9.2 We consider our strategy and aspirations to be reasonable and achievable. How- ever, experience elsewhere has demonstrated the need for all parties to work towards a common goal for a successful outcome, such as has occurred on the North Cots- wold Line. We hope therefore that all stakeholders and especially First Great West- ern, Network Rail and Devon County Council, will adopt our objectives and we would be very pleased to meet and discuss with them a firm plan for implementation.

9.3 We will keep these aspirations under constant review in the light of developing or changed circumstances and will update this document each year.

9.4 The TRA contact is John Phillips, External Relations Officer. He can be reached on 01363 84221 or at:- [email protected].

9.5 Chairman of the Tarka Rail Association, John Burch, can be contacted on 07940 929881 or at [email protected]

-52.0 12 - 13 - 12 6.1 -25.9 11 - 12 - 11 38.8 77.5 06 - 12 - 06 % increase/decrease % 245.1264.5 91.3192.5 81.8 11.6 136.4231.5 13.0 7.0 27.8162.7 97.6 12.3 143.4 10.4 92.2 7.5128.7 94.6 15.1120.3 -2.1 72.1 8.1 4.1 138.1 55.4 3.7 201.1 63.7 7.2 -2.6 259.1 71.9 7.8 115.9136.6 13.4 28.9 127.8 27.6172.7 -21.1 172.7231.3 77.5 99.7 6.1 14.2 6.6 01 - 12 01 2013 2013 36.909 45.043 41.982 43.617 43.983 49.151 260.685 2012 2012 34.507 40.095 38.031 44.540 42.250 45.849 45.082 48.273 48.484 46.153 51.486 31.748 27.021 543.519 2011 2011 30.921 35.498 29.751 41.439 36.708 42.405 43.456 49.539 44.980 40.716 39.955 40.253 36.470 512.091 2010 2010 26.780 30.455 24.343 38.849 32.218 35.818 37.203 44.356 39.708 34.917 36.588 34.194 31.366 446.795 2009 2009 22.253 26.146 25.793 32.967 28.857 29.916 33.042 38.558 34.296 30.414 29.649 28.342 26.782 387.015 2008 2008 21.340 26.461 20.931 24.560 25.442 27.892 30.271 34.216 32.735 27.920 29.220 21.229 25.676 347.893 2007 2007 17.952 18.924 18.207 22.564 22.741 26.004 25.320 29.400 27.633 24.481 26.658 20.218 21.028 301.131 2006 2006 18.036 22.050 16.088 22.545 21.982 23.560 26.198 31.064 29.615 26.841 23.849 24.872 19.469 306.169 2005 2005 14.613 14.329 16.635 18.942 18.376 21.932 22.239 26.014 23.900 21.000 16.619 18.765 16.737 250.102 2004 2004 14.389 14.768 16.618 20.273 17.800 19.396 21.915 25.405 21.538 16.890 16.797 18.689 15.519 239.997 Compiled by the Devon & Cornwall Rail Partnership Rail Cornwall & Devon the by Compiled 2003 2003 12.738 14.870 16.007 15.187 15.431 18.780 21.212 24.437 22.319 18.436 14.131 16.967 14.837 225.352 2002 2002 10.584 13.506 14.641 14.523 16.460 18.253 20.509 23.814 20.790 17.282 16.493 14.928 13.962 215.745 2001 47.436 53.254 58.802 66.048 64.519 78.719 77.648 93.291 107.159 120.427 137.609 157.173 167.551 2001 199.295 215.745 225.352 239.997 250.102 306.169 301.131 347.893 387.015 446.795 512.091 543.519 10.000 11.000 13.000 13.436 16.086 18.838 19.714 21.913 20.359 15.329 14.338 13.418 11.864 199.295 Tarka Line Journey Figures Journey Line Tarka periods week four - by year Calendar Period Western Great First and Trains Wessex by supplied Figures 1 (4 Jan - 31 Jan 09) Jan - 31 1 Jan (4 2 Feb Feb) (1 - 28 Mar) 3 Mar - 31 (1 2 May) 4 Apr - (1 May) 5 May - 30 (3 Jun) - 27 6 (31 May Jul) 25 - 7 (28 Jun Aug) - 22 8 (26 Jul 19 Sep) 9 - (23 Aug Oct) - 17 (20 Sep 10 - 14 Nov) (18 Oct 11 Dec) - 12 (15 Nov 12 10) Jan - 9 (13 Dec 13 Total Full Full year to Year date

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(222%) (240%) (189%) (1,100%) (242%) (240%) (208%)

193,283 71.6% 2.4% 11,622 2.4% 0.6% (-887) 0.6% 9.2% 27,035 9.2% 2.2% 6,688 2.2% 2.7% 6,671 2.7% 5.1% 15,792 5.1% 4.5% 13,806 4.5% 2,153 0.64% (-1746) 0.45% (-319) 0.04% 365 0.18% 12,680 12,680 372,148 3,212 48,988 11,458 190 519,852 519,852 14,166 2374 26,906 936 3,008 23,786 -347) -347) -2242) -2242) -1911) -1911) ( ( (

73.5% 124,133 0.46% 8.9% 14,831 8.9% 14,831 2.51% 3,009 5.56% 11,744 5.56% 11,744 4.29% 7,738 2.00% 7,106 7,106 2.00% 0.42% 725 1.60% 1,712 0.45% 0.04% 0.16% 105 8,164 302,998 1,784 36,784 6,482 162 411,992 411,992 10,504 1,878 22,858 676 17,718 1,984 1,984 72.9%

8.9% 1.9% 4.5% 0.4% 3.1% 1.7% 4.1% 1.6% 0.4% 0.4% 0.2% 1.6% 178,865 1,059 509 21,953 21,953 245,389 7,495 4,120 4,770 11,114 571 9,980 3,895 1,058 Station Station 2003/4 % 2009/10 % – 11/12 % 03/4 Increase Increase 2011/12 Barnstaple Cyres St Newton Copplestone Chapelton Crediton TOTAL Yeoford Lapford Road Morchard Eggesford Arms Portsmouth Umberleigh 2003/4. from increase the percentage shows final line The year. that total the for of the proportion are in columns %sThe shown Umberleigh. than more passengers slightly for account now together Copplestone and Road that Morchard Note 26.4%. for account peak intermediates off standard the and in 10/11) (27.5% 28.4% for account Intermediates Nympton Kings

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Actual 5% growth 10% growth 15% growth

2027

2023

021

2020

201

2 2015

Ye ar

014

013

011 2

Tarka Line - Passenger Growth Forecast 0

201

2008

200

2006

2003

0 20 0

6,000,000 5,000,000 4,000,000 3,000,000 2,000,000 1,000,000 Passengers

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24 Tarka Line – Passenger Growth year on year

Year Actual 5% growth 10% growth 15% growth actual growth % 2001 199,295

2002 215,745 8%

2003 225,352 7.5%

2004 239,997 6.5%

2005 250,102 8%

2006 306,169 22%

2007 301,131 -1.5%

2008 347,893 16%

2009 387,015 11.5%

2010 446,795 15%

2011 512,091 14.5%

2012 543,519 537,695 563,300 588,904 6.1%

2013 564,580 619,630 677,240

2014 592,809 681,593 778,826

2015 622,449 749,752 895,650

2016 653,572 824,727 1,029,997

2017 686,250 907,200 1,184,497

2018 720,563 997,920 1,362,172

2019 756,591 1,097,712 1,566,498

2020 794,421 1,207,483 1,801,472

2021 843,142 1,328,232 2,071,693

2022 875,849 1,461,055 2,382,447

2023 919,641 1,607,160 2,739,814

2024 965,623 1,767,877 3,150,787

2025 1,013,905 1,944,664 3,623,405

2026 1,064,600 2,139,131 4,166,916

2027 1,117,830 2,353,044 4,791,953

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APPENDIX 4 Seating Capacities - West Area Diesel Multiple Units as at 22nd May 2013

The following seating capacities are taken from “British Railways Locomotives & Coaching Stock 2013” published by Platform 5. It will be seen that there are variations between classes, especially the Class 150s. This is because of the piecemeal fashion in which many of these units have been obtained from a number of different sources.

It will be noted that the entire West fleet has standard accommodation only. Therefore, DMS stands for Driving Motor Standard, DMSL Driving Motor Standard with lavatory, MSL Motor Standard with lavatory, W indicates a wheelchair space and is included in the total. The figure in brackets, e.g. (+6) refers to tip up seats. Not all of these will be available when cycles are carried.

CLASS 143

Units operated by FGW – 143.603, 611, 612, 617, 618, 619, 620, 621 (Total 8 of 25) Seating layout: 2 + 2 high back Chapman seats, mainly unidirectional Seating capacity: DMS 48 (+ 6), DMSL 44 (+6) - Total 92 (+12) Note – All allocated to Exeter Depot.

CLASS 150/0

Units operated by FGW – 150.001, 002 (Total 2 of 2) Seating layout: 3 + 2 high density Seating capacity: DMS 69 (+6), MS 92, DMSL 72 - Total 233 (+ 6) Note: Although officially allocated to Reading Depot at present for the Reading – Basingstoke Service, these trains might be transferred to Bristol St Philip’s Marsh Depot in due course.

CLASS 150/1

Units operated by FGW – 150.101, 102, 104, 106, 108, 120*, 122, 123*, 124, 125, 126, 128*, 129, 130*, 131* (Total 15 of 48) Seating layout: 3 + 2 facing as built but many re- seated with mainly unidirectional seats. Seating capacity: DMS 70 (+6) except * = 73, DMSL 71 – Total 141 (+6)or 144* Note: The first five of these are allocated to Bristol St Philip’s Marsh Depot, the remainder to Exeter Depot

27 CLASS 150/2

Units operated by FGW - 150.202*, 216*, 219, 221, 232, 233, 234, 238, 239, 243, 244, 246, 247, 248, 249, 261, 263, 265, 266 (Total 19 out of 83) Seating layout: Units 202 & 216 = 3 + 2, remainder 2+2 mainly unidirectional. Seating capacity: DMS 56 (+17) except * = 70 (+6), DMSL 60 (+8) + 1W except * = 71 – To- tals 117(+23) or 141 (+6)*. Note: All of these are allocated to Bristol St Philip’s Marsh Depot.

CLASS 150/9

Units operated by FGW – 150.921 & 927 Seating layout: As 150/1, centre cars as DMS of Class 150/2 Seating capacity: DMS 70 (+6), DMS 70 (+6), DMSL 71 - Total 211 (+12) Note: Allocated to Bristol St Philip’s Marsh Depot

CLASS 153

Units operated by FGW – 153.305, 318, 325, 329, 333*, 361*, 368, 369, 370, 372, 373, 377, 380, 382 (Total 14 out of 70) Seating layout: 2 + 2 facing/unidirectional Seating capacity: 72 (+3) + 1W except * - 72 + 1W Note: All of these are allocated to Exeter Depot.

CLASS 158

2 car Units operated by FGW – 158.763, 766 (Total 2 out of 147) Seating layout: 2 + 2 facing/unidirectional Seating capacity: DMSL (A) 68, DMSL (B) 66 + 1W – Total 135

3car units operated by FGW – 158.798**, 950, 951, 952, 953, 954, 955, 956, 957, 958, 959, 960, 961 (Total 13 out of 21) Seating layout: 2 + 2 mainly unidirectional with some facing Seating capacity: DMSL(A) 68, DMSL 68, DMSL(B) 66 + 1W – Total 203. **Unit 798 has MSL and 201 (+3) seats Note: All of these are allocated to Bristol St Philip’s Marsh Depot. Note also that, with the exception of unit 798, the three car units are semi-permanently formed.

28 THAMES TURBOS

Apart from the main Paddington Bristol/Swansea main line, electrification will also include services to Oxford, Newbury plus all of the Thames Valley branches except Greenford. It will be necessary for a number of Turbo units to be retained at Reading Depot for the Greenford line, Reading - Gatwick and however the service to Bedwyn or Westbury is sorted out. Our best guess is that this will require 1 x 2car for Greenford, 10 x 3 car for Gatwick (the off peak service only requires six) and, say 5 x 2 or 3 car for the Berk & Hants. With maintenance spares, the requirement is likely to be around 20 units.

The total fleet operated by FGW is 16 x 3 car and 20 x 2 car Class 165 and 21 Class 166 (all 3 car), a total of 57 units. Therefore approximately 25 units will be available for cascading by the end of the electrification process, although it is understood that the Thames Valley might be completed first.

The seating capacity is as follows:

Class 165 2 car – 170 std + 16 1st.

Class 165 3 car – 270 std + 16 1st.

Class 166 3 car – 227 std + 32 1st.

With their higher seating capacity, the three car Class 165s would seem ideal candidates for Cardiff – Portsmouth services, subject to clearance issues being resolved. That in turn would release Class 158s for Cardiff Penzance services freeing up Class 150s for use around Bristol and Exeter. With South Wales electrification also in prospect, further Class 150s would be available to eliminate the Class 143s – hopefully!

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Arm s Portsmouth

Extend sidings and relocate point New (dynamic) loop

Reinstate line

Umberleigh

n a north easterly direction) Platform 2 Around MP 202 (wherestraight railway i runs Barnstaple

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Lapford Eggesford

Amend level crossing operation

Realign track and build out platform Extend platforms

Make passive provision for turnback siding

Arms Kings Eggesford Portsmouth Nym pto n Kings Nympton

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NSC Exeter

Copplestone station closed?

ossing arrangements

New double track New cr as per Penryn Crediton

New Mid Devon Parkway station with car park

Move crossover

Newton St Cyres

/ Yeoford Crediton Morchard Road Station Peak hour service only?

/ Okehampton Mid Devon Parkway Coppleston Yeoford

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