Network Rail proposed Tarka line upgrades

[brad465]

The latest RAIL edition includes a double-page spread about studies into upgrading this line to double the service, which includes the following:

-ETCS (dependent on new fleet)
-Another passing loop north of Eggesford
-Changing level crossing at Eggesford to signaller control
-Double track Credtion-Newton St Cyres

Andrew Robinson of NR also says there are no "showstopper" requirements, and that "the the money was there tomorrow, we could crack on with designing and building and have something in place within three or four years."

There was no clear mention of reopening a second platform at Barnstaple, or integrating the lines through Yeoford into a dynamic loop, which I'd have thought would be the low-hanging fruit, but maybe they are being considered just not mentioned yet.

 

[stevieinselby]

There was no clear mention of reopening a second platform at Barnstaple, or integrating the lines through Yeoford into a dynamic loop, which I'd have thought would be the low-hanging fruit, but maybe they are being considered just not mentioned yet.

What would be the benefit of a second platform at Barnstaple? The current service pattern runs an hourly service quite efficiently with a <10 minute turnaround at Barnstaple. Doubling the frequency to half-hourly, you would want to keep that model, so there would only ever be a need for one train in Barnstaple at a time. Adding a second platform would only be of merit if trains were laying over for >30 minutes, which would be an inefficient way to run the service and would need an extra train for the same frequency.

 

[Sir Felix Pole]

The latest RAIL edition includes a double-page spread about studies into upgrading this line to double the service, which includes the following:

-ETCS (dependent on new fleet)
-Another passing loop north of Eggesford
-Changing level crossing at Eggesford to signaller control
-Double track Credtion-Newton St Cyres

Andrew Robinson of NR also says there are no "showstopper" requirements, and that "the the money was there tomorrow, we could crack on with designing and building and have something in place within three or four years."

There was no clear mention of reopening a second platform at Barnstaple, or integrating the lines through Yeoford into a dynamic loop, which I'd have thought would be the low-hanging fruit, but maybe they are being considered just not mentioned yet.

For true doubling Crediton to Coleford Jcn. you would have to reinstate the down platform at Yeoford and install whatever accessibility requirements now apply. Presumably doubling to Newtpn St. Cyres would be just short of the station to avoid the same problem. I think the key line is 'if the money is there'.

 

[yorksrob]

Sounds like an excellent quick win.

To the DfT, get on and fund it.

 

[brad465]

For true doubling Crediton to Coleford Jcn. you would have to reinstate the down platform at Yeoford and install whatever accessibility requirements now apply. Presumably doubling to Newtpn St. Cyres would be just short of the station to avoid the same problem. I think the key line is 'if the money is there'.

I know I shouldn't think like this, but the fact accessibility requirements seem to be a killer for so many rail improvements really does my head in, but debating the costs and ways to make that cheaper is another topic entirely. That said, Yeoford station has a road bridge directly over the station, so while there is a cost to reinstating that platform, as long as step-free access exists to each platform off the road I think the station can get away with not needing a footbridge and lifts.

 

[Sir Felix Pole]

I know I shouldn't think like this, but the fact accessibility requirements seem to be a killer for so many rail improvements really does my head in, but debating the costs and ways to make that cheaper is another topic entirely. That said, Yeoford station has a road bridge directly over the station, so while there is a cost to reinstating that platform, as long as step-free access exists to each platform off the road I think the station can get away with not needing a footbridge and lifts.

Indeed, I read the other day that the cost of installing a footbridge with lifts at Par in Cornwall has risen to £8.3 million - it is obscene!

 

[30907]

To run a half hourly service certainly requires double track to Coleford Jn (surprising if that is not mentioned) - and I think to Copplestone - and a cut In running times either side of Eggesford.

 

[devon_belle]

This is much needed and I hope it happens. The Tarka Line passenger levels are very much above pre-COVID levels iirc.

I haven't read the RAIL article – does it mention where the extra trains will terminate at the other end? The logical answer (to me) would be at least to Exeter Central (or beyond, but that would require more spending to achieve). Exeter College students can walk up the hill from Exeter St Davids, but others will probably want the town center.

 

[MarkyT]

I know I shouldn't think like this, but the fact accessibility requirements seem to be a killer for so many rail improvements really does my head in, but debating the costs and ways to make that cheaper is another topic entirely. That said, Yeoford station has a road bridge directly over the station, so while there is a cost to reinstating that platform, as long as step-free access exists to each platform off the road I think the station can get away with not needing a footbridge and lifts.

If the new junction points were located just Crediton side of Yeoford station instead of at Coleford Jn, Barnstaple trains could continue to call in both directions while Okehampton services would omit the station as now.

About one mile of potential double track would be lost at that end, but if the Crediton double track was also extended towards Exeter, to just short of Newton St Cyres station, then a six mile double track section could be created in total without the need for any station changes at all. If the half-hourly Barnstaple proposal came about, Yeoford could see an uplift in frequency anyway, so wouldn't need the Okehamptons to call as well.

 

[brad465]

This is much needed and I hope it happens. The Tarka Line passenger levels are very much above pre-COVID levels iirc.

I haven't read the RAIL article – does it mention where the extra trains will terminate at the other end? The logical answer (to me) would be at least to Exeter Central (or beyond, but that would require more spending to achieve). Exeter College students can walk up the hill from Exeter St Davids, but others will probably want the town center.

If GWR Axminster services take off, merging this into the Tarka line service, as is the case with the 1tpd now, would be best I think, as this would reduce time blocking platforms and/or shunt moves in the Exeter area. This is of course dependent on the WEML getting upgrades as well as you allude to.

Maybe 1tph Barnstaple-Axminster, 1tph Okehampton-Axminster and 1tph Barnstaple-Exeter St Davids (turning round in the bay platform). Alternatively, swap some Exmouth and Paignton services to be 1tph Barnstaple-Exmouth, 1tph Barnstaple-Paignton, 1tph Okehampton-Axminster, while retaining 1tph Exmouth-Paignton, which reduces the number of reversing moves at St Davids.

 

[anthony263]

If GWR Axminster services take off, merging this into the Tarka line service, as is the case with the 1tpd now, would be best I think, as this would reduce time blocking platforms and/or shunt moves in the Exeter area. This is of course dependent on the WEML getting upgrades as well as you allude to.

Maybe 1tph Barnstaple-Axminster, 1tph Okehampton-Axminster and 1tph Barnstaple-Exeter St Davids (turning round in the bay platform). Alternatively, swap some Exmouth and Paignton services to be 1tph Barnstaple-Exmouth, 1tph Barnstaple-Paignton, 1tph Okehampton-Axminster, while retaining 1tph Exmouth-Paignton, which reduces the number of reversing moves at St Davids.

Personally if Barnstaple goes to 2tph id have both run to Exmouth. Id look at running the Cardiff to Taunton service to Exeter abd through to Paignton. The other 1tph from Paignton could run to Taunton or through to Okehampton

 

[The exile]

Personally if Barnstaple goes to 2tph id have both run to Exmouth. Id look at running the Cardiff to Taunton service to Exeter abd through to Paignton. The other 1tph from Paignton could run to Taunton or through to Okehampton

I should imagine that a lot of passengers from/to the Exeter - Paignton leg will be overjoyed at losing their direct service to/from Central.

 

[Sir Felix Pole]

Interesting report in 'North Devon Today' which fleshes out some more details of possible enhancements.

North Devon Today

To achieve the goal of two trains per hour (2tph) throughout the day, the PACE A report identifies three critical infrastructure projects:

1. Reinstating the “Double Track” A key part of this involves reinstating Coleford Junction with a high-speed crossover designed for 70mph, ensuring that Barnstaple-bound trains do not have to slow down significantly when diverging. Engineers also propose re-laying a second track between Newton St. Cyres and Crediton. This would effectively “un-bottle” the start of the line, allowing Barnstaple and Okehampton services to pass each other without one having to wait for the other to clear the single-line section.
2. Strategic Passing Loops: To avoid the massive cost of doubling the entire 39-mile line, the report identifies three strategic “passing loops”, short sections of double track where oncoming trains can pass each other at speed:

• Morchard Road to Lapford: A new loop placed on straight track to allow for maximum speed.
• Kings Nympton to Portsmouth Arms: A stretch that would ensure uniform departures from Barnstaple, preventing the “clumping” of services.
• Chapelton to Barnstaple: Extending the double track into the Barnstaple terminus, allowing for a second operational platform or stabling for longer trains.

1. The Speed Challenge The report isn't just about frequency; it’s about speed. While current journey times to Exeter can exceed an hour, engineers believe that increasing line speeds to 75mph or 85mph is possible between Yeoford and Barnstaple. However, this would require “gauging and strengthening” work at multiple overbridges and historic timber bridges that were not originally designed for the physical forces of faster, heavier trains.

Coleford Junction is mentioned here, although it is not clear what this entails. Loops between Morchard Road and Lapford and Kings Nympton and Porstmouth Arms would be a challenge - it was never double-track (although some of the river bridges are). Chapleton to Barnstaple would be easier - it was double-track (as was Umberleigh to Chapleton).

 

[MarkyT]

Coleford Junction is mentioned here, although it is not clear what this entails. Loops between Morchard Road and Lapford and Kings Nympton and Porstmouth Arms would be a challenge - it was never double-track (although some of the river bridges are). Chapleton to Barnstaple would be easier - it was double-track (as was Umberleigh to Chapleton).

If the existing slow crossovers at Crediton were simply replaced by similar points located at Coleford, then down trains to Barnstaple would be heavily speed-limited about a mile after leaving Yeoford. Similarly, up trains from Okehampton would be limited through the junction. Higher speed pointwork would be beneficial for both crossovers if the pointwork was at the historic junction site. If the junction was pulled back to just east of Yeoford station with a single platform remaining only for Barnstaple trains, then only the left-hand crossover may need to be high speed, for non-stop up Okehamptons, while down Barnstaples would be braking for the platform, so would be going fairly slowly through the junction anyway. I suggest 40mph RH and a 60mph LH before Yoeford may be optimal.

 

[brad465]

If the existing slow crossovers at Crediton were simply replaced by similar points located at Coleford, then down trains to Barnstaple would be heavily speed-limited about a mile after leaving Yeoford. Similarly, up trains from Okehampton would be limited through the junction. Higher speed pointwork would be beneficial for both crossovers if the pointwork was at the historic junction site. If the junction was pulled back to just east of Yeoford station with a single platform remaining only for Barnstaple trains, then only the left-hand crossover may need to be high speed, for non-stop up Okehamptons, while down Barnstaples would be braking for the platform, so would be going fairly slowly through the junction anyway. I suggest 40mph RH and a 60mph LH before Yoeford may be optimal.

Up trains from Okehampton would be speed limited anyway by the sharp bend into the former junction location. Reinstating this junction and matching the speeds of the Dartmoor line and Tarka line (70mph for MU or SP, can't recall which) through to Crediton would also improve the Okehampton service journey time, which is all the more important now an extra stop is being added.

 

[MarkyT]

Up trains from Okehampton would be speed limited anyway by the sharp bend into the former junction location. Reinstating this junction and matching the speeds of the Dartmoor line and Tarka line (70mph for MU or SP, can't recall which) through to Crediton would also improve the Okehampton service journey time, which is all the more important now an extra stop is being added.

The curve at its tightest measures about 380m radius. So a speed of 40-50mph might be possible? It's 30/40 at the moment all the way from just before the tight curve to Crediton.

Here's a suggestion. Single-double turnout: 70mph, Okehampton turnout: 50mph. Final arrangement, also with a single turnout at Newton St Cyres, will have two fewer turnouts than Crediton today. Clearly, this option requires reinstatement of the old down platform at Yeoford.

 

[30907]

The curve at its tightest measures about 380m radius. So a speed of 40-50mph might be possible? It's 30/40 at the moment all the way from just before the tight curve to Crediton.

Here's a suggestion. Single-double turnout: 70mph, Okehampton turnout: 50mph. Final arrangement, also with a single turnout at Newton St Cyres, will have two fewer turnouts than Crediton today. Clearly, this option requires reinstatement of the old down platform at Yeoford.

View attachment 200673

Coleford was historically 40mph on the Plymouth route (just checked the 1960 Sectional Appendix) which you could probably increase somewhat.
However, in order to get 2tph to Eggesford you need to reinstate the double track towards Copplestone (Googlemaps suggests a bridge has been singled, which maybe why the report doesn't specifically say that).
I can't work out what service pattern the 3 dynamic loops is intended to achieve - is there a notional timetable? - but it seems to make Eggesford surplus to requirements, in which case my previous sentence may not be relevant anyway.

 

[Sir Felix Pole]

Coleford was historically 40mph on the Plymouth route (just checked the 1960 Sectional Appendix) which you could probably increase somewhat.
However, in order to get 2tph to Eggesford you need to reinstate the double track towards Copplestone (Googlemaps suggests a bridge has been singled, which maybe why the report doesn't specifically say that).
I can't work out what service pattern the 3 dynamic loops is intended to achieve - is there a notional timetable? - but it seems to make Eggesford surplus to requirements, in which case my previous sentence may not be relevant anyway.

Yes, the bridge at Penstone on the Barnstaple line just north of Coleford Junction was replaced fairly recently - as single track of course.

 

[PTR 444]

I should imagine that a lot of passengers from/to the Exeter - Paignton leg will be overjoyed at losing their direct service to/from Central.

How about running one of the Paigntons to Honiton, retaining the direct Paignton - Exeter Central link.

 

[dk1]

I should imagine that a lot of passengers from/to the Exeter - Paignton leg will be overjoyed at losing their direct service to/from Central.

My thoughts exactly.

 

[dra]

Here’s the NR PACE A report which details proposed infrastructure improvements on the Tarka line:-

https://sacuksprodnrdigital0001.blob.core.windows.net/regional-long-term-planning/Wales%20and%20Western%20region%20-%20planning%20documents/Transforming%20the%20North%20Devon%20Line,%20A%20Summary.pdf?fbclid=IwZXh0bgNhZW0CMTEAc3J0YwZhcHBfaWQPNDA5OTYyNjIzMDg1NjA5AAEePzuJC0Ir2yoR_0hBb7cLfiJG8AE9F8TERajhnVaH-lz-RlrttkNLvoZvxKY_aem_myWZqsKMzcjAVKNP60PQwg

 

[Snow1964]

What would be the benefit of a second platform at Barnstaple? The current service pattern runs an hourly service quite efficiently with a <10 minute turnaround at Barnstaple. Doubling the frequency to half-hourly, you would want to keep that model, so there would only ever be a need for one train in Barnstaple at a time. Adding a second platform would only be of merit if trains were laying over for >30 minutes, which would be an inefficient way to run the service and would need an extra train for the same frequency.

There are some trains that are particularly busy, due to location of colleges etc.
Maybe it makes sense to have some unevenly spaced extras, even semi-fast double sets. Perhaps these would need to lay over more than 30 minutes to be timetabled for the crowds of pupils, and be timetabled to work busy trains in opposite direction.

Trains do a 2.5 hour round trip from Exeter to Barnstaple, so things like peak/off peak time or railcard restriction time affects demands in different places on a 2.5 hour circuit, and not easy to strengthen just where demand is required without strengthening some quiet services too, which is a problem when there is a shortage of stock.

 

[Sir Felix Pole]

Here’s the NR PACE A report which details proposed infrastructure improvements on the Tarka line:-

https://sacuksprodnrdigital0001.blob.core.windows.net/regional-long-term-planning/Wales%20and%20Western%20region%20-%20planning%20documents/Transforming%20the%20North%20Devon%20Line,%20A%20Summary.pdf?fbclid=IwZXh0bgNhZW0CMTEAc3J0YwZhcHBfaWQPNDA5OTYyNjIzMDg1NjA5AAEePzuJC0Ir2yoR_0hBb7cLfiJG8AE9F8TERajhnVaH-lz-RlrttkNLvoZvxKY_aem_myWZqsKMzcjAVKNP60PQwg

Interestingly, the report recommends reinstating the down platforms at both Newton St. Cyres and Yeoford with 'high-speed' crossovers at Coleford Junction so making it a true double track section. Signalling would be controlled, for the moment, from Crediton SB with the signaller operating the level crossing as now. There is also the possibility of signalling at Okehampton to facilitate stone traffic from Meldon. All very encouraging - if the money can be found of course.

 

[brad465]

Interestingly, the report recommends reinstating the down platforms at both Newton St. Cyres and Yeoford with 'high-speed' crossovers at Coleford Junction so making it a true double track section. Signalling would be controlled, for the moment, from Crediton SB with the signaller operating the level crossing as now. There is also the possibility of signalling at Okehampton to facilitate stone traffic from Meldon. All very encouraging - if the money can be found of course.

Having recently navigated the Dartmoor line again, another time saving (and fuel saving) this would bring is doing away with having to bring a train to a stand by Crediton signal box for the token exchange. This would also reduce level crossing closure time for motorists and pedestrians.