The State of Rail in Devon and Cornwall

[fgwrich]

I do wonder why many visitors are so keen on the 143's - does it remind them of home or something? Your more than welcome to the things when the cascade happens!

Nah, I've got 150s on my branch to play with! No point swapping those as you've already had them last summer

 

[RPI]

Most passengers don't really know the difference between a pacer or a sprinter on all but the Tarka line, but really is a squeeze on the Metro at peak times and there are still two diagrams on the metro that are operated with a two car pacer and everyone dreads working them.

 

[455driver]

Most passengers don't really know the difference between a pacer or a sprinter on all but the Tarka line, but really is a squeeze on the Metro at peak times and there are still two diagrams on the metro that are operated with a two car pacer and everyone dreads working them.

As long as I can get to my seat I dont mind them!
Although I once had a problem getting into the cab as some numpty wouldnt move so I could get in. After asking him a few times I told the Conductor to make an announcement giving the reason, he soon moved then!

 

[Rapidash]

Things and stuff for Exeter

THREE major transport schemes totalling £40m are in the pipeline to bring benefits to Exeter.

Network Rail is seeking funding for £10m to improve the entrance to Exeter St David’s.

And £10m is also the price tag on the Intermodal Freight Terminal to be built near to Exeter International Airport which would allow more freight to switch from road to rail.

A passing loop at Honiton, costing £20m would mean faster trains on the Waterloo line.

With regard to the plans for Exeter St David’s a spokeswoman for Network Rail said: “This relates to the Exeter station master plan. There are no timescales as yet because the master plan is not yet funded.”

All of the schemes however are part of the county’s Transport Infrastructure Plan up to 2030.

A spokesman for the county council said: “These are three of several major schemes that we would like to see developed over the course of this plan.

“With regards to Exeter St David’s Station, there is no scheme identified yet, but the council would like to see improvements made that will enable the station to meet growing demand, and to improve its appearance as one of the main arrival points to the city.

“The Honiton Passing Loop would create an additional stretch of train line that would then allow the increased frequency of trains on the Waterloo line into and out of Exeter. It would also improve resilience to the line in times of extreme weather.

“Both of these schemes would require a package of funding from a variety of sources.

“The Intermodal Freight Terminal, which is a strategic part of plans to improve the area east of Exeter, already has planning permission.

“There is no timescale for this yet, but the council would like to see this scheme or something similar move forward, requiring some level of investment from the government.”

Councillor Rachel Sutton, the portfolio holder for city development, is keen to see plans move forward for Exeter St David’s.

Cllr Sutton said: “It’s great that they are looking at it.

“A lot of people arrive here and it is a beautiful building in itself but when you come out of the station you see a car park.

“It doesn’t have the wow factor.

“The city council would struggle to put money into it as we did with the improvements to the entrance of Central Station but we would be hoping to have detailed discussions about the plans.”

With regard to the intermodal freight terminal a spokesman for the city council said: “It’s outside our administrative area, but we support plans for a terminal, as it would enable more freight to switch from road to rail, thereby reducing congestion and harmful emissions”.

With regard to the passing loop the network Rail spokeswoman said: The only potential work we are aware of in relation to Honiton is mentioned in the draft Wessex route study which is currently open for consultation http://www.networkrail.co.uk/long-term-planning-process/wessex-route-study/. The first reason it is mentioned relates to the fact that we may need additional track if we electrify the line as the current passing loops may not be compatible if trains operate at a faster speed than they do today.

“The second reason it is mentioned is in the event of a diversionary route to the Great Western main line being provided on the West of England main line. Further details of both are available in the draft study. As you are probably aware, the draft study provides a list of options for funders, which once finalised will be submitted to the DfT for their consideration. Therefore it is not a list of planned work at this stage.”

Lots of 'Uh....possibly's' in there

 

[plymothian]

FGW are to run proving trains of 150+150 over the Avocet line on Saturdays.
This means local door operations at SJP (both directions) and LYC (and the knock on effect at EGG on the Tarka line).

 

[21C101]

Things and stuff for Exeter



Lots of 'Uh....possibly's' in there

Er, there already IS a passing loop at Honiton ?
--- old post above --- --- new post below ---

FGW are to run proving trains of 150+150 over the Avocet line on Saturdays.
This means local door operations at SJP (both directions) and LYC (and the knock on effect at EGG on the Tarka line).

I don't know why such a big thing is made about Selective door opening. Its not as if you can jump out of the wrong bit onto the ground as you could in the days of slam doors.

At one point I recall the HSE when they controlled the RI wanted to ban the practice.

Any news on Exmouth getting a second platform back?

 

[CC 72100]

FGW are to run proving trains of 150+150 over the Avocet line on Saturdays.
This means local door operations at SJP (both directions) and LYC (and the knock on effect at EGG on the Tarka line).

local door operations are used - or claimed to be used, I have seen whole units opened before - at SJP already, on whatever traction. What do you mean by 'proving trains?' Is it a move to assess capacity, as 2x150 is a luxury that will not be able to become a reality for a few years yet, there's not enough of them in the fleet.

 

[455driver]

local door operations are used - or claimed to be used, I have seen whole units opened before - at SJP already, on whatever traction. What do you mean by 'proving trains?' Is it a move to assess capacity, as 2x150 is a luxury that will not be able to become a reality for a few years yet, there's not enough of them in the fleet.

SJP can take 2 coach trains on the up (towards Exmouth) and 4 on the down so I don't know what point you are trying to make unless it's to try and insinuate that guards are releasing all doors when they shouldn't!

 

[Rapidash]

I use SJP fairly regularly - never quite understood what the reasoning behind the shorter platform was. Something to do with the bridge?

Meanwhile, at St Thomas, the platform is going to be much like a Dalek and EL-E-VATE!

E&E

Work to improve St Thomas railway station is now underway.

The investment is coming from Devon County Council, central government, and the railway industry and will see the introduction of better shelters, more accessible platforms, enhanced lighting and CCTV. There will also be improved train services.”

Local councillor Rob Hannaford was, for many years, a member of the Exeter Rail Working Group, and consistently lobbied for extra investment in the station.

He said: “The county council has put in just short of £270,000 and is using £175,000 of Local Sustainable Transport Funding to help provide the additional train services, but it is not funding the station improvements, which are being led by First Great Western.

“The station and service improvements are being introduced as part of the INTERREG Citizens’ Rail project.

The project covers the Riviera Line between Paignton and Exeter and includes train service frequency improvements between Paignton and Newton Abbot, with some continuing to and from Exeter, along with enhancements to some stations along the line.

Cllr Hannaford added: “The deep gap to the platform at St Thomas has been problematic for many passengers for over a century, and I get regular complaints about it from both commuters and those on leisure activities so this change is great news for people with buggies, wheelchairs, bikes , and those generally with mobility issues of various kinds.

“This further investment is a real boost to our valued train link in St Thomas which is a well connected station in terms of public transport to other parts of the city and beyond.”

Passenger usage at St Thomas station has increased fourfold over the last 10 years, from 45,681 in 2002/2003 to 196,198 in 2012/2013.

Good news about the platform level, as its one of those places where a stepladder could come in handy

That pics a bit odd though, makes it look like its getting a fancy Tron-like canopy!
--- old post above --- --- new post below ---

Any news on Exmouth getting a second platform back?

Not that I've heard. Only thing being talked about locally is that the town council is working with First/Stagecoach to tidy up the front. I'd have suggested blowing up the bus station personally. Hardly anything uses it anyway!

 

[CC 72100]

SJP can take 2 coach trains on the up (towards Exmouth) and 4 on the down so I don't know what point you are trying to make unless it's to try and insinuate that guards are releasing all doors when they shouldn't!

Not insinuating that there are any wrong practices going on at all.

I was referring to the fact that announcements still claim "For St James' Park, please travel in the front coach only" (implying that only the front door will be unlocked) when in reality the whole unit (which is sometimes the whole train) is actually opened there. A few years back I remember it being local door only, but in more recent experiences, they have all been opened, despite announcements/screens suggesting otherwise.

Please, allow me to expand on my posts before suggesting that I'm criticising or attacking your colleagues.

 

[Rapidash]

In my experience, if its a single 150, then all doors are opened, if its a pair of 143's (and often even single) its front door only.

 

[455driver]

Not insinuating that there are any wrong practices going on at all.

I was referring to the fact that announcements still claim "For St James' Park, please travel in the front coach only" (implying that only the front door will be unlocked) when in reality the whole unit (which is sometimes the whole train) is actually opened there. A few years back I remember it being local door only, but in more recent experiences, they have all been opened, despite announcements/screens suggesting otherwise.

Please, allow me to expand on my posts before suggesting that I'm criticising or attacking your colleagues.

If you want to elaborate then do it in the same post, what you posted made it sound like Conductors were being unsafe, oh and when more than one door is opened it will be the whole train, not just one unit out of two because no West units have any format of SDO, if it doesn't all fit at SJP then it's local door only.

The auto announcements are wrong, any 2 coach train (except 2x153) fits at SJP as long as the driver puts the cab off the end.

 

[CC 72100]

If you want to elaborate then do it in the same post, what you posted made it sound like Conductors were being unsafe, oh and when more than one door is opened it will be the whole train, not just one unit out of two because no West units have any format of SDO, if it doesn't all fit at SJP then it's local door only.

The auto announcements are wrong, any 2 coach train (except 2x153) fits at SJP as long as the driver puts the cab off the end.

Point taken.

I've always wondered about SDO, it sounds like such a simple (and clever) idea, yet in so many cases the trains aren't equipped with it, even some of the recent builds (Is it Desiros that don't have them IIRC?). I can of course understand that retrofitting can be more of an issue, but it seems - from the outside - like a useful bit of kit to have on new builds.

 

[plymothian]

SJP is advertised as front coach only just because it's an easy (lazy?) way of doing so. Notice now how Eggesford is also advertised as front coach only on the CIS, just because 2 return trains a day now run that are too long for the platform (excluding any 143+143 combination that has yet a different local working method).

SJP has a front local door instruction for both directions for trains over 3 coaches although in reality only a 150 or 143 will fit on the up (153+153s don't, nor do 158s) to be able to release all the doors. The down is meant to be treated as the same but in reality will easily fit a 4 coach combination.

ST. JAMES PARK
Trains consisting of sliding door stock
Trains formed of 3 or more vehicles also trains formed with 2 x 153 or 1 x 158 units:-
The Guard must advise passengers requiring to alight at this station to proceed to the leading door of the leading vehicle.
On the arrival of the train at this station, the Guard must operate this door only and must NOT release the other doors in
the train. Drivers must stop the train in accordance with this requirement.
Trains formed of a single 153 unit or a 1X150 unit:-
Drivers must platform the train appropriately in order for all doors to be on the platform.

This is not to say the sectional appendix is always right; because according to it the platform at LYM is shorter than LYC, yet LYM will easily accommodate longer trains than LYC. Go figure.

A proving train is basically a test run/series of trials. Can be ECS, can be in service, depending on what's being trialled.

 

[simon.exd]

On the subject of St James Park, I was wondering why South West Trains services don't stop there for matchdays?

 

[berneyarms]

Er, there already IS a passing loop at Honiton ?

I think that should read as a dynamic loop at Whimple or Feniton (or somewhere in between).

 

[Domeyhead]

As a "sympathetic outsider" I am delighted to see discussions at DFT level for (preferably) the old LSWR route via Okehampton and Tavistock or (alternatively) the proposed inland diversion to Plymouth instated to reduce the instances of Plymouth and Cornwall being cut off from the Network. However if such a route is ever built, it will require its own local service to be its sole source of income for up to 364 days a year so it is never going to show the kind of ROI demanded by the DFT except during those few random days when the Dawlish section is disrupted by the sea. Furthermore if the Tarka line already has to beg for a single class 153 on an existing packed service, what chance is there of finding another 3 or 4 of them to run Okehampton and Tavistock locals? Can somebody point to any serious discussion of the economics of this reopening because to me unless some kind of EU grant of around £500m is secured it just looks like political froth with no hope of ever seeing the light of day.

 

[Ash Bridge]

As a "sympathetic outsider" I am delighted to see discussions at DFT level for (preferably) the old LSWR route via Okehampton and Tavistock or (alternatively) the proposed inland diversion to Plymouth instated to reduce the instances of Plymouth and Cornwall being cut off from the Network. However if such a route is ever built, it will require its own local service to be its sole source of income for up to 364 days a year so it is never going to show the kind of ROI demanded by the DFT except during those few random days when the Dawlish section is disrupted by the sea. Furthermore if the Tarka line already has to beg for a single class 153 on an existing packed service, what chance is there of finding another 3 or 4 of them to run Okehampton and Tavistock locals? Can somebody point to any serious discussion of the economics of this reopening because to me unless some kind of EU grant of around £500m is secured it just looks like political froth with no hope of ever seeing the light of day.

I would have thought that should the reopening of the LSW route go ahead, by the time it is completed there should be ample cascaded DMU stock available, at least after all the current electrification projects have been completed.

 

[LateThanNever]

The news is a bit old but says that the cost of the proposed station south of Exeter St Thomas at Marsh Barton has now increased...what on earth can the 'fees' be mentioned at the end of the article?
http://www.exeterexpressandecho.co....Marsh-Barton/story-26816569-detail/story.html

"When the scheme for the two-platform station was granted planning permission in July last year the cost was estimated at £4.33m – it is now expected to be more than £3m higher, at £7.4m.

However, Devon’s cabinet is recommended to approve pressing ahead with the scheme when it meets next Wednesday as officers believe that it is still “very good value for money”.

There are several reasons for the increased costs but the fact that the station will be on a main line has a significant bearing.
Members of the cabinet will hear that discussions are continuing with tenderers Network Rail and First Great Western to find ways of bringing costs down, such as re-timing sleeper trains to allow more working hours overnight, using single-line working at night and using innovative construction methods to minimise rail-side working time.

The scheme has already been out to tender and a contract is due to be awarded this coming September.

However, if this date is missed it will have to go out to tender again, meaning more cost.

Exeter City Council is being asked to contribute £1.3m to the scheme and its executive is due to take a decision when it meets later this month.

Teignbridge District Council has already agreed to contribute the same amount and a similar amount is being put in by Devon County Council.

It is proposed that the rest of the funding needed will come from the Government’s Growth Deal.

Councillor Andrew Leadbetter, Devon County Council Cabinet Member for Economy and Growth, said the development was still good value for money.

He said: “The opening of new rail stations on existing lines is relatively rare in this country and our recent experience at Newcourt has shown us that the actual cost of delivering a new station at Marsh Barton is likely to be higher than first thought.

“The estimate for the Marsh Barton station has changed for a number of reasons, including price inflation, legislation changes, changes to site access, and the fact that Network Rail and First Great Western fees are significantly higher than anticipated.”

He said the scheme wouldn’t proceed until funding is agreed.

 

[Busaholic]

“The estimate for the Marsh Barton station has changed for a number of reasons, including price inflation, legislation changes, changes to site access, and the fact that Network Rail and First Great Western fees are significantly higher than anticipated.”
.

In plain English, inflation causes inflation, a circular argument if ever there was one, so NR and FGW have to inflate their fees too so as not to lose out on the gravy train. Oh well, it's only public money - perhaps we should ask for a loan from the Greeks

 

[yorksrob]

Come back Exmouth Junction, we need you !

 

[Rapidash]

Express and Error

PROPOSALS are being considered for a second railway station at Cranbrook.

The first station at the new community has still not opened and is currently more than a year behind schedule.

But it has now emerged that a second station could serve the growing community.

A feasibility study is currently underway into the proposal, according to the county council

Nice to see DCC being proactive.
--- old post above --- --- new post below ---
Western Boring News

Initial reports on the long-term resilience of the Devon main line could be published as early as September, MPs have announced, with a final decision on improvement works due next summer.

Conservative MP for South West Devon Gary Streeter said the draft feasibility study is likely to include options for alternative inland routes from Exeter, as well as a North Devon line.

These upgrade proposals will then go to a consultation, with all groups reporting their findings by June 2016.

The announcement comes in the wake of an Emergency Budget which saw George Osborne restate his commitment to invest £7.2 billion in the South West’s transport infrastructure.

It is hoped improvement work will help the region avoid a repeat of the disruption seen in the winter of 2013/14, when sections of the Dawlish line were closed for weeks as a result of storm damage.

Network Rail has been carrying out a study looking at the long-term resilience of the existing mainline, while the Peninsula Rail Task Force – formed of local councils and LEPs – has been examining options for an inland route via Okehampton.

It is understood an inland route between Exeter and Newton Abbot avoiding Dawlish is also being considered.

Today, Mr Streeter confirmed a draft plan detailing options for the region will be released at the end of this summer.

“The draft report will include a bit more detail about what is going to be done. That will be consulted upon and the final plan will be next year,” he said.

“The big thing then is to get it adopted by Network Rail as part of its control period six (CP6) spending programme from 2019 onwards.

“What we’re looking at is a 20 year vision, so quite a lot will be done in CP6, such as reducing journey times between Paddington and Penzance.

“But we are talking about something we can work towards over the next five to 20 years so some of it will be in later periods.”

The transport minister Claire Perry told local MPs that the task force updated stakeholders on its progress at a reception last week.

She said Network Rail would publish its findings in April 2016, while the task force is expected to publish two months later in June.

Mr Streeter said he and his colleagues were “pleased with the progress being made”.

“This is the first time since I’ve been an MP that there has been a proper, grown-up discussion between the region and the Government about the rail service we need with a view to putting in place a proper plan,” he said.

 

[LateThanNever]

Express and Error



Nice to see DCC being proactive.
--- old post above --- --- new post below ---
Western Boring News

How unexpectedly encouraging!

 

[yorksrob]

It's very good that this hasn't fallen off the radar. Let's hope the central Devon council's and MP's continue to vigorously press the case for Okehampton.

 

[455driver]

It's very good that this hasn't fallen off the radar. Let's hope the central Devon council's and MP's continue to vigorously press the case for Okehampton.

What stock you going to use?
We haven't got enough now and running extra services would break the back of the fleet.

 

[yorksrob]

What stock you going to use?
We haven't got enough now and running extra services would break the back of the fleet.

They've found stock for the Scottish reopenings, the Todmorden curve, the North London line rejuvenation, Thameslink 2000 etc, and they're planning on finding stock for EW rail, Tavistock and Portishead and they'll find it for Okehampton.

There's no reason to suggest that the current shortage is anything other than a temporary blip.

 

[LateThanNever]

They've found stock for the Scottish reopenings, the Todmorden curve, the North London line rejuvenation, Thameslink 2000 etc, and they're planning on finding stock for EW rail, Tavistock and Portishead and they'll find it for Okehampton.

There's no reason to suggest that the current shortage is anything other than a temporary blip.

Quite, Vivarail stock is already rumoured to come South West. Going across Dartmoor on an Underground train would have a delightful irony!

 

[Ash Bridge]

Quite, Vivarail stock is already rumoured to come South West. Going across Dartmoor on an Underground train would have a delightful irony!

Reinstate Okehampton & Tavistock and you could have Devons answer to the Circle line

 

[LateThanNever]

Reinstate Okehampton & Tavistock and you could have Devons answer to the Circle line

Love it!