North Devon railways

[PawsOnThePlat]

There are various disused lines in North Devon that may have some merit for reopening nowadays, such as Okehampton-Plymouth via Tavistock and Okehampto-Bude, are there any other lines in Devon think would be worthwhile to reopen and what’s most likely to happen?

 

[Ashley Hill]

Probably Bideford and Ilfracombe are the most obvious ones. Bideford is currently being championed in North Devon but Ilfracombe is very unlikely. There have been many threads on the virtues of various North Devon reopenings that are worth searching on here for. Most arguments have really been done to death though.

 

[dk1]

Don’t want to be a Job’s comforter but I personally envisage no further rail reopenings in North Devon. It’s just so difficult to defend any. Only possible route in the west would be Tavistock.

 

[PawsOnThePlat]

Don’t want to be a Job’s comforter but I personally envisage no further rail reopenings in North Devon. It’s just so difficult to defend any. Only possible route in the west would be Tavistock.

Some kind of alternative to the Dawlish route would be good, which is a good merit for the Tavistock route. I wonder if that line re-opens maybe GWR can run local stopping services and SWR can run faster services so that they can get Plymouth back on their network.

 

[Ashley Hill]

Surely the case is now much stronger for Bere Alston - Tavistock - Okehampton!

Moderator note: Split from https://www.railforums.co.uk/threads/tavistock-re-opening-news.252662/ If Tavistock is now seriously on the cards and mention has also been made of a Dawlish coast diversion, surely the case is now much stronger for Bere Alston - Tavistock - Okehampton!

www.railforums.co.uk

Above is a 16 page link on this very subject.

 

[dk1]

Some kind of alternative to the Dawlish route would be good, which is a good merit for the Tavistock route. I wonder if that line re-opens maybe GWR can run local stopping services and SWR can run faster services so that they can get Plymouth back on their network.

I don’t think we’ll ever see trains crossing Meldon Viaduct again but never say never I suppose.

 

[Class15]

Don’t want to be a Job’s comforter but I personally envisage no further rail reopenings in North Devon. It’s just so difficult to defend any. Only possible route in the west would be Tavistock.

After the success of the Okehampton reopening, it begs the question, why should that be the limit? The Okehampton project proved how popular reopenings could be, and Bude seems like a really good one to me. I’ve been there, it’s a big enough town, possibly a bit of tourism traffic, only issue I can see is the poor siting of the former station.

 

[stevieinselby]

After the success of the Okehampton reopening, it begs the question, why should that be the limit? The Okehampton project proved how popular reopenings could be, and Bude seems like a really good one to me. I’ve been there, it’s a big enough town, possibly a bit of tourism traffic, only issue I can see is the poor siting of the former station.

The answer is pretty straightforward – the track to Okehampton, and the station there, were already in situ and in use, so relatively little work was needed on the infrastructure to enable an hourly DMU service. That's a completely different proposition from building nearly 30 miles of brand new railway, with various associated civils needed to ensure embankments, cuttings and viaducts are up to modern standards, plus where the original route has been built on at Bude, Holsworthy and Halwill Junction. The fact that there is a mostly intact trackbed goes only a very small way towards (re)opening the line, it's essentially a new build from scratch but with the land acquisition slightly simplified.

 

[Harpo]

If there were any prospect now of xx miles of new railway, the odds are hugely stacked against it happening in ruralshire.

 

[Cowley]

I could see there being a case sometime in the future to reopen Barnstaple to Bideford if Bideford becomes a much bigger place. Other than that the only viable rail link likely to happen in my lifetime would seem to be Tavistock to Bere Alston.

 

[Llanigraham]

Well there is now a proposal (again) to have a fast ferry from South Wales to one of the North Devon ports, so that could be an added incentive to open one of the lines.

 

[30907]

The answer is pretty straightforward – the track to Okehampton, and the station there, were already in situ and in use, so relatively little work was needed on the infrastructure to enable an hourly DMU service. That's a completely different proposition from building nearly 30 miles of brand new railway, with various associated civils needed to ensure embankments, cuttings and viaducts are up to modern standards, plus where the original route has been built on at Bude, Holsworthy and Halwill Junction.

The other issue is that the "bread and butter" traffic (commuters and students) is unlikely to be there in quantity - Okehampton by contrast is Exeter commuter territory.

 

[fgwrich]

I could see there being a case sometime in the future to reopen Barnstaple to Bideford if Bideford becomes a much bigger place. Other than that the only viable rail link likely to happen in my lifetime would seem to be Tavistock to Bere Alston.

Indeed, the other Advantage to reopening to Bideford would be to take some of the pressure off Okehampton as the railhead for North Devon & North Cornwall. Then it’s just a short trip up the A39 from Bude to Bideford then.

 

[dk1]

After the success of the Okehampton reopening, it begs the question, why should that be the limit? The Okehampton project proved how popular reopenings could be, and Bude seems like a really good one to me. I’ve been there, it’s a big enough town, possibly a bit of tourism traffic, only issue I can see is the poor siting of the former station.

I’m afraid I just see the extensive engineering costs will outweigh the limited traffic it would generate. The Okehampton section had a head start in that it was already in use.

 

[Shaw S Hunter]

Indeed, the other Advantage to reopening to Bideford would be to take some of the pressure off Okehampton as the railhead for North Devon & North Cornwall. Then it’s just a short trip up the A39 from Bude to Bideford then.

Is there any evidence of such pressure causing actual problems? The occasional very well loaded train would be no different to the normality of rail traffic across the country. Or does Okehampton simply need more parking for railheaders?

 

[Ashley Hill]

The Bideford-Barnstaple road can be exceptionally busy. A good railway could help alleviate this.

 

[Shaw S Hunter]

The Bideford-Barnstaple road can be exceptionally busy. A good railway could help alleviate this.

Much, much cheaper to first try adding bus priority measures at key locations and encourage a suitable operator to provide an improved quality limited stop bus service. If that thrives you can then consider spending a large fortune on a new railway line.

Of course reducing the free for all that is bus deregulation would allow genuine long-term rail replacement bus services to be integrated into the rail timetable. It was often attempted after various Beeching closures but there really wasn't sufficient political will to ensure success. It's high time to give the concept a proper effort.

 

[Jaydubya]

Most likely is an extension of the Lynton and Barnstaple railway either towards Blackmoor Gate or Lynton

 

[mwmbwls]

Most likely is an extension of the Lynton and Barnstaple railway either towards Blackmoor Gate or Lynton

Exmoor railway extension plans rejected

Planners refused scheme

www.radioexe.co.uk

Whilst other communities recognise the value of preserved railways,Devon residents take a different view.

 

[SynthD]

Or does Okehampton simply need more parking for railheaders?

There will be an Okehampton Parkway, but it’s funded by housing, it would be better named as East Okehampton.

Reopening Barnstaple to Bideford has issues, starting with how close to the ocean it is. Is it worse than Dawlish? There’s a level crossing in Instow, will that be reopened?

 

[Zomboid]

If Okehampton starts to feel the heat then it's much more likely that proper doubling between Crediton and Yeoford will come along to help, and perhaps another loop somewhere down the branch to allow more trains than any new line being (re)built.

Tavistock is probably not beyond hope, but otherwise I don't see anything happening in the area outside the realm of heritage railways.

 

[MarkyT]

There will be an Okehampton Parkway, but it’s funded by housing, it would be better named as East Okehampton.

Reopening Barnstaple to Bideford has issues, starting with how close to the ocean it is. Is it worse than Dawlish? There’s a level crossing in Instow, will that be reopened?

The route is along the river estuaries, fairly sheltered and not exposed to direct ocean storms and tides. Nothing like the conditions at Dawlish, though like everywhere low-lying, rising sea levels may become a major concern in the very long term.

Instow crossing would have to be reopened unless the road concerned could be closed, as building a bridge of any sort in the vicinity would be eyewateringly expensive and horribly obtrusive visually in such a picturesque waterside location. ORR has softened its stance on the 'no new crossings' edict, allowing three new ones on a heritage operation in the south of England, for example.

The recently introduced Automatic Full Barrier Crossing Locally monitored design might offer a solution for Instow. This has full barriers closing the road entirely, obstacle detector technology to prove the road surface within the gates is clear and is locally monitored by the train driver observing the crossing visually and the flashing crossing indicator before proceeding. The driver's indicator changes from red to white once the control equipment has gone through its expected sequence correctly, the barriers are proven down and intact, and the red flashing road signals are illuminated. With up trains starting from rest at the station, and down ones approaching slowly, expecting to stop at the platform, the necessarily low crossing speed defined by the approach visibility should not be a problem operationally on such a line. The crossing area must be illuminated automatically on a train's approach to ensure the driver can observe the road at all times of day. The obstacle detection, local monitoring and full barriers should make such an installation just as safe if not more so for pedestrians, cyclists, and motorists than a typical light rail intersection with standard traffic lights alone. Another benefit of the AFBCL type is a short road closure time for each train movement, more like the ~30 seconds Automatic (half) Barrier Crossing Locally monitored (ABCL) warning than a typical Manually Controlled Barrier with Obstacle Detection (MCB-OD, actually fully automatic in normal operation!), that can sometimes be closed 2 or 3 minutes before a train arrives.

 

[Gloster]

The route is along the river estuaries, fairly sheltered and not exposed to direct ocean storms and tides. Nothing like the conditions at Dawlish, though like everywhere low-lying, rising sea levels may become a major concern in the very long term.

Instow crossing would have to be reopened unless the road concerned could be closed, as building a bridge of any sort in the vicinity would be eyewateringly expensive and horribly obtrusive visually in such a picturesque waterside location. ORR has softened its stance on the 'no new crossings' edict, allowing three new ones on a heritage operation in the south of England, for example.

The recently introduced Automatic Full Barrier Crossing Locally monitored design might offer a solution for Instow. This has full barriers closing the road entirely, obstacle detector technology to prove the road surface within the gates is clear and is locally monitored by the train driver observing the crossing visually and the flashing crossing indicator before proceeding. The driver's indicator changes from red to white once the control equipment has gone through its expected sequence correctly, the barriers are proven down and intact, and the red flashing road signals are illuminated. With up trains starting from rest at the station, and down ones approaching slowly, expecting to stop at the platform, the necessarily low crossing speed defined by the approach visibility should not be a problem operationally on such a line. The crossing area must be illuminated automatically on a train's approach to ensure the driver can observe the road at all times of day. The obstacle detection, local monitoring and full barriers should make such an installation just as safe if not more so for pedestrians, cyclists, and motorists than a typical light rail intersection with standard traffic lights alone. Another benefit of the AFBCL type is a short road closure time for each train movement, more like the ~30 seconds Automatic (half) Barrier Crossing Locally monitored (ABCL) warning than a typical Manually Controlled Barrier with Obstacle Detection (MCB-OD, actually fully automatic in normal operation!), that can sometimes be closed 2 or 3 minutes before a train arrives.

I suspect that the main objection to closing the crossing would be from the yacht club. Any large vehicles going to or from it would have to travel all the way along Marine Parade in front of the village as the two intermediate bridges appear much too narrow. Once they get started, the whole village will object as they will be terrified that the road will be blocked by continuous streams of supertanker-sized yachts being moved along it.

 

[AlastairFraser]

The route is along the river estuaries, fairly sheltered and not exposed to direct ocean storms and tides. Nothing like the conditions at Dawlish, though like everywhere low-lying, rising sea levels may become a major concern in the very long term.

Instow crossing would have to be reopened unless the road concerned could be closed, as building a bridge of any sort in the vicinity would be eyewateringly expensive and horribly obtrusive visually in such a picturesque waterside location. ORR has softened its stance on the 'no new crossings' edict, allowing three new ones on a heritage operation in the south of England, for example.

The recently introduced Automatic Full Barrier Crossing Locally monitored design might offer a solution for Instow. This has full barriers closing the road entirely, obstacle detector technology to prove the road surface within the gates is clear and is locally monitored by the train driver observing the crossing visually and the flashing crossing indicator before proceeding. The driver's indicator changes from red to white once the control equipment has gone through its expected sequence correctly, the barriers are proven down and intact, and the red flashing road signals are illuminated. With up trains starting from rest at the station, and down ones approaching slowly, expecting to stop at the platform, the necessarily low crossing speed defined by the approach visibility should not be a problem operationally on such a line. The crossing area must be illuminated automatically on a train's approach to ensure the driver can observe the road at all times of day. The obstacle detection, local monitoring and full barriers should make such an installation just as safe if not more so for pedestrians, cyclists, and motorists than a typical light rail intersection with standard traffic lights alone. Another benefit of the AFBCL type is a short road closure time for each train movement, more like the ~30 seconds Automatic (half) Barrier Crossing Locally monitored (ABCL) warning than a typical Manually Controlled Barrier with Obstacle Detection (MCB-OD, actually fully automatic in normal operation!), that can sometimes be closed 2 or 3 minutes before a train arrives.

The other problem is that the section of trail between Barnstaple and Bideford is very well used recreationally by cyclists and other tourists. There is also a decent standard road between the two towns, with the bus actually being able to serve the centre of both, unlike the train.

On the other hand, the road between Barnstaple and Ilfracombe is of a very poor standard, with regular tailbacks in summer and low speed limits for much of the route.
A light rail/tram solution connecting Barnstaple station, Barnstaple station and Ilfracombe via the large village of Braunton (population of over 10k at the last census) and a considerable area of military house at RMB Chivenor, right next to the old trackbed.
Light rail could also get pretty close to the Harbour and beaches.

 

[Zomboid]

North Devon is one of those places where a properly integrated public transport system would allow people to travel to a comfortable and sensibly frequent bus service at Okehampton and Barnstaple stations, with through ticketing to places like Bude and Ilfracombe.

 

[AlastairFraser]

North Devon is one of those places where a properly integrated public transport system would allow people to travel to a comfortable and sensibly frequent bus service at Okehampton and Barnstaple stations, with through ticketing to places like Bude and Ilfracombe.

Barring sections of the A39/A361, the road network's inadequacy in North Devon/North Cornwall make journey times unattractive with integrated bus/train ticketing.

Reopening Bere Alston to Okehampton in phases may help (Phase 1 Bere Alston to Tavistock Parkway on the western side of the town, Phase 2 through to Okehampton, rejoining the old trackbed close to Wilminstone), so you can get a little closer to places like Launceston, which probably aren't too far away for a bus/train combined link.

But Okehampton to Bude is nearly an hour with the current bus, and that terminates in the town centre, so you'd have to add at least 5 mins more running time to head up to the current Okehampton station, or to the parkway/interchange due to open in 2026 east of the town.

 

[daodao]

Barring sections of the A39/A361, the road network's inadequacy in North Devon/North Cornwall make journey times unattractive with integrated bus/train ticketing.

Reopening Bere Alston to Okehampton in phases may help (Phase 1 Bere Alston to Tavistock Parkway on the western side of the town, Phase 2 through to Okehampton, rejoining the old trackbed close to Wilminstone), so you can get a little closer to places like Launceston, which probably aren't too far away for a bus/train combined link.

But Okehampton to Bude is nearly an hour with the current bus, and that terminates in the town centre, so you'd have to add at least 5 mins more running time to head up to the current Okehampton station, or to the parkway/interchange due to open in 2026 east of the town.

The only practicable rail re-openings in North and West Devon are Bere Alston to Tavistock and Barnstaple [Junction] to Bideford, but even these are fairly unlikely. Other proposals such as Okehampton to Tavistock and lines to Bude or Ilfracombe are completely unrealistic.
The Okehampton to Bude bus (Stagecoach route 6) does run to/from Okehampton railway station but is infrequent (5 buses Monday to Saturday and just 3 buses on Sundays).

 

[AlastairFraser]

The only practicable rail re-openings in North and West Devon are Bere Alston to Tavistock and Barnstaple [Junction] to Bideford, but even these are fairly unlikely. Other proposals such as Okehampton to Tavistock and lines to Bude or Ilfracombe are completely unrealistic.

OK Emperor

The Okehampton to Bude bus (Stagecoach route 6) does run to/from Okehampton railway station but is infrequent (5 buses Monday to Saturday and just 3 buses on Sundays).

And that's precisely why we need a few more reopenings because no one in the right mind would bother with an hour in a bus after a long train journey!

 

[Shaw S Hunter]

And that's precisely why we need a few more reopenings because no one in the right mind would bother with an hour in a bus after a long train journey!

Just because you would not choose to make such a journey does not justify such an unmerited criticism of those who do.

The reality is that railways are big ticket items and given this country's economic situation campaigners for improved connections to more far flung places really ought to be looking at how quality road services can make a contribution. To suggest it's trains or nothing will leave you with nothing.

 

[stuu]

Bideford to Barnstaple has a bus every 20 minutes or better for most of the day, taking about 25 minutes. A train might be 10 minutes quicker, but the railway is badly sited for both towns so isn't going to save much total time. Sorting out integrated ticketing would surely be the sensible answer there