pre-feasibility report for exeter to waterloo line … report for exeter to waterloo line devon and...

Pre-Feasibility Report

For

Exeter to Waterloo Line

Devon and Somerset

Loop Lines

Clients: SELCA

Devon County Council& Somerset County Council

Doc Ref: TUE80790A-SNP-100

Signature

Name: David Carter

Job Title: Project Manager

Issued By:

Date: 24th December 2004

ENH02 Output Requirements of 29

Pre-Feasibility Report Project: Exeter to Waterloo Line Devon and Somerset New Loops

Date: December 2004 Client: SELCA, Devon County Council & Somerset County Council


Approvals

Produced By: ......................................... Date: Roger Squance Principal Civil Engineer

Checked By: ......................................... Date: Steve Miller Principal Permanent Way Engineer

Approved By: ......................................... Date: David Carter

Project Manager

Change Control ISSUE DATE CHANGE DESCIPTION AUTHOR01 24/12/04 First Issue RGS




Contents

1. EXECUTIVE SUMMARY 42. BACKGROUND 53. PURPOSE OF REPORT 54. CIVIL ENGINEERING 55. PERMANENT WAY 126. SIGNALLING & TELECOMMS 167. E&P 198. OTHER ISSUES 199. SERVICES 2110. RELATIONSHIP TO OTHER SCHEMES 2111. ESTIMATE 2112. CONCLUSION 22Appendix A - Barry Doe Report 23Appendix B - Location Drawing for Proposed New Station 24Appendix C - Preliminary proposed works drawings (Civil/P.Way) 25Appendix D - Signalling Scheme Sketches 26Appendix E - Photographs 27Appendix F - Estimate Summary Sheet 28Appendix G - Location Plan 29




1. EXECUTIVE SUMMARY

The objective of this scheme is to provide the additional infrastructure required to achieve the provision of an hourly service London/Exeter, a half hourly service Axminster/Exeter and the inclusion of a new proposed station at Broadclyst.

The scheme is being progressed by SELCA, Devon County Council and Somerset County Council by commissioning of this pre-feasibility study to accord generally with Network Rail Guide to Railway Investment Projects (GRIP) Stage 2.

As the scheme develops through feasibility and design, it will be necessary to take account of the affect of planned maintenance and renewals work items on the affected route section.

A report was previously commissioned to examine the timetable alterations necessary and to identify the locations and lengths of new passing loops required for the new service. The conclusion of this report was that two new 3 mile loops would be required.

A northern loop to run from south of the existing Axminster Station to a point three miles north of Axminster An option to extend this loop to meet with the existing two track loop at Chard Junction giving a total length of approximately 5 miles A southern loop to run from immediately east of the proposed station at Broadclyst through to the east side of Whimple

The railway in this area was singled in 1967 and lengths of the track are not on the original alignment having been slewed and lifted to the centre of the track formation to improve structure clearance under arch overbridges following track lifting to improve track quality. Therefore the existing track will need to be realigned to near its original location to allow the second track to be laid.

There are 9 overbridges and 23 underbridges which will require assessment and clearances to be checked at the feasibility stage. Additional platforms are required at Whimple and Axminster stations, to include new footbridge spans and ramps.

A new signalling control system will be required for 30 No. new signals and 4 new point ends. A number of new REBs will be required throughout the length of the scheme, as shown on the signalling scheme drawings. A new power supply and associated lineside equipment will also be required.




2. BACKGROUND

In order to improve rail links between Waterloo and Exeter via Salisbury a paper was prepared by Barry Doe in March 2004 to examine the provision of an hourly service London/Exeter, a half hourly service Axminster/Exeter and the inclusion of a new proposed station at Broadclyst.

The conclusion of this report was that two new 3 mile loops would be required.

The northern loop was to run from south of the existing Axminster Station to a point three miles north of Axminster. This loop also has the option of extending through to meet with the existing two track loop at Chard Junction giving a total length of approximately 5 miles.

The Southern loop is to run from immediately east of the proposed station at Broadclyst through to the east side of Whimple Station with the loop length being 3 miles. This arrangement would enable the new station at Broadclyst to have a single platform.

The locations of the proposed loops are shown on the P.Way/Civils drawings and the Signalling Scheme Sketches included in Appendices C and D of this report.

3. PURPOSE OF REPORT

This report has been prepared to outline the scope of the infrastructure changes required for provision of the two new loops between Chard Junction/Axminster and Whimple/Broadclyst.

The scheme is being progressed by SELCA, Devon County Council and Somerset County Council by commissioning of this pre-feasibility study to accord generally with Network Rail Guide to Railway Investment Projects (GRIP) Stage 2.

4. CIVIL ENGINEERING

Data Capture

The assessment of the works required to the proposed route lengths has been compiled from data obtained from site visits and the screen viewing of ‘Omnicom’ software which is a train mounted video capturing system.

Existing Structures to remain

All existing under and over bridge structures and culverts are to remain with the exception of the underline bridge at 143m 1364yds.

The permanent way realignment and installation will need to take into account the positions of parapets, girder and handrails for the existing underline bridge structures. Any existing substandard clearances should not be made worse by realignment of the track and where possible improved.




The existing platform at Axminster Station is to be retained to form the Down line platform.

A list of the existing structures is shown below:-

Northern Loop Structure Miles Chains Comment

Pipe Culvert 139 27Footpath Level Crossing 139 66 Westford Footpath Level Crossing Road Underbridge 139 66 Metallic Centre Girder Underbridge Westford

RoadRiver Underbridge 139 75 Brick Arch Bridge over River Westford Culvert 140 09Farm Access Overbridge 140 20 Masonry Arch Overbridge Culvert 140 26Farm Access Overbridge 140 42 Brick Arch Overbridge Twin Culvert 140 50Cattle Creep 140 70 Brick Arch Underbridge River Underbridge 140 78 Three Arch Bridge over River Axe Culvert 141 07Level Crossing 141 13 Broom AHB Crossing Underbridge 141 24 Broom UnderbridgeRiver Underbridge 141 44 Arch bridge over Wadebrook River Underbridge 141 45 Bridge over River Axe Farm Underbridge 141 55 Arch Underbridge – Axe Farm Level Crossing 141 55 Axe AHB Crossing Culvert 141 59River Underbridge 141 65 Underbridge - Small Axe River Culvert 141 67Culvert 141 69Culvert 141 71Overbridge 142 03 Arch Overbridge - Cutting Cattle Creep 142 19 Arch Underbridge – Sandford Cattle Arch Road Overbridge 142 67 Masonry Arch Overbridge – A358 Coaxden Road Culvert 142 68Culvert 142 69Road Overbridge 143 02 Masonry Arch Overbridge – Smallridge Road Culvert 143 04River Underbridge 143 19 Underbridge – Weycroft River (River Axe) Culvert 143 20Culvert 143 42Cattle Creep 143 45 Arch UnderbridgeCulvert 143 57Road Overbridge 143 59 Precast concrete beam overbridge –Cloakham Rd Culvert 143 60Culvert 143 62




River Underbridge 143 62 Precast Concrete Underbridge – Burnt House Culvert 143 69Culvert 144 08River Underbridge 144 12 Arch Underbridge – Old Mill Leat Level Crossing 144 17 Axminster AFB Crossing River Underbridge 144 31 Arch Underbridge – Mill Stream Road Overbridge 144 40 Masonry Arch Bridge – Kilmington Road Axminster Station 144 41Culvert 144 58Culvert 144 75Culvert 144 76Road Overbridge 145 02 Precast Concrete Beam Overbridge – A35

Axminster BypassCattle Creep 145 08 Underbridge – Lower Abbey Cattle Creep 145 15 Underbridge – Upper Abbey Level Crossing 145 15 Abbey Farm No. 02 OCC Crossing

Southern Loop Structure Miles Chains Comment

Culvert 162 40Culvert 162 45Road Overbridge 162 55 Masonry Arch Overbridge – Whimple Road Footpath Level Crossing 162 74Whimple Station 163 02Culvert 163 06Road Underbridge 163 10 Metallic Centre Girder Underbridge – Whimple

RoadRoad Underbridge 163 16 Brick Arch Underbridge – Town Road Culvert 163 23Cattle Creep 163 32 Brick Arch Underbridge – Manleys Cattle Creep River Underbridge 163 42 Brick Arch Underbridge Road Underbridge 163 43 Brick Arch Underbridge – Barnes Hayes Culvert 163 58Underbridge 164 01Level Crossing 164 20 Crannaford AHB Level Crossing River Underbridge 164 28 Brick Arch Underbridge Culvert 164 43.5 Stone Slab Culvert Culvert 164 45.75Road Underbridge 164 50 Underbridge Southbrook Farm Access River Underbridge 164 66.5 Underbridge over stream River Underbridge 165 10 Underbridge over stream. (may not exist) Road/River Underbridge 165 11.5 2 span Underbridge over road and stream Road Level Crossing 165 20 Crannaford AHB Culvert 165 64 3’ Brick arch over stream River Underbridge 165 70 3 Spans over River Clyst Culvert 165 76.5 Brick Arch under disused level crossing (Up/Dn)




Restrictions (Clearance)

A full gauging exercise needs to be undertaken in accordance with Railway Group Standard GC/RT5212 to all overline bridge structures. An initial assessment of the structures has determined that track lowering and slewing will be required through the majority of the existing overline arch bridges to provide the necessary clearances for the two tracks.

A check of clearances to other lineside equipment and structures will also be needed including underline bridge parapets, girders and handrails, level crossing equipment, signal structures and equipment housings (although the majority of these are to be replaced).

New Structures

Broadclyst Parkway Station

A new single face 6 car platform 150m long will be required for the new Parkway Platform at Broadclyst on the Down Side of the existing single track. Other facilities such as waiting shelters and ticket machines will possibly be required. The platform should be positioned so as to not preclude provision of a second platform in the future.

Whimple Station

The existing Whimple station will require fairly major works to facilitate the provision of the additional platform face. The suggest staging is detailed below:-

1. Slew existing line to new down alignment if required. 2. Construct new down side platform and connecting footbridge and ramps. 3. Use new downside platform and close the existing platform to enable demolition of

existing.4. Construct new up side platform and open.

It is recommended that the platforms are reconstructed to a 6 car length, 150m.

The provision of the new ramped access to the footbridge will require discussion with the Local Disabled User Group and will need to comply with SRA guidelines. The use of lifts on an unmanned station is not recommended.

The former station building at Whimple appears to be a private house and will be subject to fairly major disruption during possession working to complete the above.




Axminster Station

The existing station at Axminster will also require fairly major works to facilitate provision of the additional platform face.

Although the former up side platform exists the platform wall and surfacing is in very poor condition. In addition the extension of the down platform to the south would require realignment of the up platform wall to provide sufficient width between platforms for the second track. As the existing platform is on the down side no staging works are necessary. The existing up side platform can be demolished, the new platform constructed and the footbridge an access ramps installed . As at Whimple the provision of the new ramped access to the footbridge will require discussion with the Local Disabled User Group and will need to comply with SRA guidelines. As Axminster station is manned lifts could be considered as an alternative means of disabled access.

The use of the adjacent road overbridge was considered for providing access over the railway but was discounted for the following reasons:-

1. A ramped access would still be required from the existing road overbridge down to each platform, the route from the station building to the new up platform via the road is too long.

2. People may also be dropped off on the main road causing traffic problems. 3. The length of the ramp for the down platform would interfere with the existing

canopy.4. The road is also very busy and will need pedestrian protection barriers, alterations

to the existing parapets may also need an upgrading of the whole parapet. 5. The access over the railway would also be positioned at the very end of the

platforms rather than the centre giving a longer access length.6. The additional cost of the footbridge span is not that large in compared to other

parts of the scheme.

At the rear of the existing up line platform is a bay platform which was used for the former Lyme Regis Line. Re-opening of this bay platform could be considered for the Axminster- Exeter shuttle service. Provision of the bay platform has not been considered by this report.

Other New Structures

The underbridge at 143m 1364yds has been re-constructed with a width for the single track only. The re-construction has been undertaken using a precast concrete unit and will probably require complete reconstruction.

The results of the structural examinations and assessment may also require additional new underline bridge structures or culverts.

New signal support structures, location case bases and platforms,. REB bases and level crossing barrier and CCTV bases will be required in connection with the new signalling system.




Structural Examination and Assessment

A detailed condition and structural examination and assessment will need to be undertaken for all underline bridge and culvert structures to ensure that capacity exists for the additional load imposed by the additional track. In addition risk assessments will be required for road underbridges as to the likely effects of road vehicle collision and for river underbridges as to the effects of scour.

For road overbridges in addition to the gauge clearance exercise identified above a risk assessment may be required to identify if there is an alteration in to the effect of vehicle incursion onto the railway.

The results of the above structural examinations and assessment may require strengthening or structure renewals works to be undertaken.

Drainage

New drainage will need to be provided to the new platforms at Broadclyst, Whimple and Axminster. This may require new discharge consents to be obtained where existing outfalls are not present.

The existing track formation shows little evidence of failure and the top and line of the existing track is generally good. It would thus appear that the existing formation drainage is working adequately and no additional drainage works are required.

The existing formal drainage requirements appear limited to platform areas and these systems should be surveyed and cleaned as part of the main works. New six foot drainage may be required between the new platforms at Whimple.

Cable Routes

The existing cable route is located on the redundant formation and will need to be moved to enable the second track to be laid. This will also include some sections where there are two routes and additional sections for cable joint bays. The relocation of the cable route will also need to consider the provision of the cess walkway and continuous place of safety.

Undertrack Crossings

The new infrastructure is likely to require the construction of new or extension of existing undertrack crossings to permit cabling to cross from one cess to the other. Where existing UTXs are to be considered for extension the existing section will need to be compliant to current standards otherwise full reconstruction will be needed.




Embankments

An area of potential cutting slope instability was noted at 162m 72c on the southern loop.

An area of potential embankment instability was noted between 164m 43c and 164m 64c on the southern loop.

A full assessment will need to be made of all the earthworks along the length of the proposed loop in particular alongside the new loop line and where the existing track is slued towards the embankment crest or cutting toe.

Maintenance Access

To comply with the current Railway Group Standard GC/RT5203 a cess walkway 700mm widewill be required on at least one side of the line and where possible a continuous place of safety 400mm wide on the opposite. This is generally achievable although exceptions were noted within several of the cuttings and through bridge structures. A more detailed assessment will be required following a full site survey. Where existing structures are too narrow to accommodate the full cess path a continuous place of safety may be provided or where this is not possible a risk assessment undertaken to determine whether here is sufficient sighting to pass the structure safety. If none of the above is possible access across the structure will be prohibited whilst trains are running.

A HAZOP study will be needed to ensure that access is possible for maintenance activities following completion of the works.

Vegetation Clearance

Vegetation clearance will be needed for the majority of the length of the proposed loops where the vegetation has encroached onto the redundant formation. In addition vegetation may need to be cleared from cutting slopes where the existing track is slued toward the toe of the cutting.

Fencing

Improvements to fencing will be needed where the existing boundary fencing is inadequate to prevent trespass onto the railway either from livestock or people. Improvements will be needed through centres of habitation and where evidence of trespass is present.




Level Crossings

A full risk assessment will need to be undertaken for all level crossings to ensure that their safe use can be maintained following reinstatement of the second track.

The Level Crossings will require the existing barrier equipment and bases to be relocated, the crossing surface extended and alterations to the road surfacing, road markings and signage. The crossing at Axminster will also require the existing CCTV and Lighting mast and bases to be relocated.

5. PERMANENT WAY

Data Capture

The assessment of the works required to the proposed route lengths has been compiled from data obtained from site visits and the screen viewing of ‘Omnicom’ software which is a train mounted video capturing system.

Existing Track Composition

In general, it can be seen throughout the route length, that whilst there is only a single track line currently in existence that a dual line railway has been present in the past.

Northern Loop – Short Option

The existing track comprises 110/113 lb flat bottom (FB) CWR rail on concrete bearers with the exception of a length of jointed FB on timber sleepers at Axminster Station. Without undertaking a detailed assessment it is proposed that the existing CWR concrete track components will be suitable for re-use. A visual assessment also concluded that the line and level of the existing alignment was generally good and that there was little evidence of formation failure.

Northern Loop – Extension to Chard Junction Option

The existing track comprises 110/113 lb flat bottom (FB) CWR rail on concrete bearers, with the exception of a length of jointed FB on timber sleepers through the existing loop at Chard Junction. Without undertaking a detailed assessment it is proposed that the existing CWR concrete track components will be suitable for re-use. A visual assessment also concluded that the line and level of the existing alignment was generally good and that there was little evidence of formation failure. The loop at Chard Junction is limited to an existing speed of 25mph.




Southern Loop

The existing track comprises 110/113 lb flat bottom (FB) CWR rail on concrete bearers. Without undertaking a detailed assessment it is proposed that the existing track components will be suitable for re-use. A visual assessment also concluded that the line and level of the existing alignment was generally good and that there was little evidence of formation failure.

Vertical and Horizontal Alignment

General

It is believed that this single line conversion took place in approximately 1967.

This practice was fairly common over this period on branch lines as considerable cost savings could be made with regard to the ongoing maintenance and renewals costs. In undertaking this rationalisation it was also usual for the residual track alignment to be comprised from the better condition track.

The subsequent horizontal alignments were generally located near the middle of the existing formation which centralised the track locations at structures and hence permitted additional clearance to be obtained to the masonry/brick arched overbridge structures. This was usually undertaken in order that additional ballast could be placed under the track to improve track quality. This and subsequent track maintenance has resulted in the track level being in some instances in excess of 500mm higher than its original location.

This approach is consistent with a number of locations along the proposed re-doubling lengths. As a consequence of the existing track location and level it will be necessary to move the existing track back to the original horizontal alignment at these locations in order to permit the installation of the second track. Additionally where the track sits currently in the middle of a number of brick arch overbridges some lengths of track lowering will need to be undertaken.

Proposed Works

Details of the required works for each of the proposals is contained below and should be read in conjunction with the enclosed drawings.

North Loop – Short Option

The northern loop is to extend from the west of Axminster station for approximately 3 miles to the east.

Commentary running in direction of decreasing mileage.

The track is curved immediately to the south of Axminster station and the new 40mph S&C connection into the loop will need to be located just south of the A35 road overbridge on a straight at 145m 270yrds.




The existing track is located on the Down side formation and new construction will be installed on the redundant Up side formation. However a minor track slue to the south of the existing track will be required to facilitate the new track between the Underbridge at 145m 162yrds back to the end of the Platform ramp at Axminster Station.

The existing track configuration through Axminster Station comprises jointed FB rail on timber sleepers protected by localised adjustment switches. It is recommended that this length of existing track be re-laid to facilitate CWR.

Between approximately 144m 700yrds and 144m 250yrds the existing alignment crosses from the Down formation to the Up formation where it remains for the length of the proposed re-doubling scheme.

Please see the Civils and Signalling sections for details of the works required to the Full Barrier level crossing located at 144m 439yrds.

Between 143m 1320yrds and 143m 570yrds a minor track slue is required to accommodate the proposed track.

Between 143m 330yrds and 143m 70yrds a minor track slue is required to accommodate the proposed track. Thereafter a more major slue in excess of 300mm and track lowerings under the Overbridges at 143m 66yrds and 142m 1470yrds is required until 142m 1100yrds where a minor slue to 142m 440yrds is required. From here to 141m 1500yrds a major slue is again required encompassing a lowering at the Overbridge at 142m 69yrds.

The new 40mph S&C at the northern end is located on a straight at 141m 685yrds. This S&C will not be required if the option to extend through to the two track section at Chard Junction is taken.

Prior to installation of this S&C item the existing track will need to be slued from one formation to the other in order to provide a through road running speed in the Down Direction.

The total length of new plain line track required to facilitate this loop option is 3m 1345yrds. It is recommended that the new track comprises new G44 type concrete sleepers, new CEN 60 CWR rail with 250mm of new ballast.

There are no proposals to install a formal drainage system within this length as there is very little evidence of formation failure and top and line are generally good.

North Loop – Extension to Chard Junction Option

This option further extends the shorter option to a total length of approximately 5 miles toconnect with the existing double track loop at Chard Junction.




Commentary running in direction of decreasing mileage from location of possible North Loop short option S&C.

A minor track slue is required at the location of the AHB level crossing at 141m 274yrds.

Minor track slues are required between the overbridge at 140m 900yrds and the overbridge at 140m 440yrds where minor slewing and lowering are required.

The adoption of the continued Chard Junction loop should necessitate the recovery of the existing S&C at 139m 1407yrds.

The existing loop track configuration is FB rail on wooden sleepers of poor condition. It is recommended that this length be re-laid to provide increased reliability for a more frequent passenger service. The existing speed through the loop and the entry/exit S&C is 25mph. In order to facilitate a 40mph entry into the loop the existing S&C at 139m 536yrds will require replacement.

It is recommended that if this option were to be considered the new track comprises new G44 type concrete sleepers, new CEN 60 CWR rail with 250mm of new ballast.


The adoption of this option provides no cost benefit as the existing loop track will require relaying, 870yrds, the existing entry S&C is of a design to only permit an entry speed of 25mph which is considered possibly detrimental to the efficiency of the loop and there is an additional 1m 1038yrds of new plain line installation required.

Southern Loop

From the information provided from Barry Doe’s report the southern loop is to extend from the east of the proposed station at Broadclyst through to the east of Whimple Station.

The new station position is on a long straight and therefore the S&C can be located to the east of the station as dictated by the signalling requirements.

Commentary running in direction of increasing mileage.

At Whimple the station is located adjacent to a transition and curve and the S&C will need to be located further east on an adjacent straight. The proposed mileage for this 40mph connection is 162m 650yrds and will be a RH turnout running in the Down direction.

All new track will be laid on the redundant Up side existing formation.

The existing track alignment at the Overbridge (162m 1217yrds) may require a localised lowering and slewing to be undertaken. Photographs of each of the Bridge locations are contained in this report.




Whimple Station – please see Civil Engineering section for details of the proposed works.

At the location of the existing Underbridge at 164m 1119yrds the existing track may require localised slewing. In addition there is concern over the levels of the existing track between 164m 946yrds to 164m 1430yrds. Over this length it may be necessary to reduce the existing tracks ballast depth in order to accommodate the second track.

Between 164m 1452yrds and through Crannaford Level Crossing slewing in the order of +300mm may need to undertaken in order to accommodate the second track.

The new 40mph loop entry S&C will be located at approximately 165m 1620yrds to the East of the proposed Broadclyst Parkway Station.

The total length of new plain line track required to facilitate this loop option is 3m 970yrds. It is recommended that the new track comprises new G44 type concrete sleepers, new CEN 60 CWR rail with 250mm of new ballast.


6. SIGNALLING & TELECOMMS

Existing Arrangement

The section of line being considered in this study is controlled in two sections from three centres using Block control systems, predominately Tokenless Block. These sections are referred to in this section as Exmouth Junction to Honiton and Honiton to Chard.

Both Honiton and Chard signal boxes are equipped with mechanical lever frames with Western Region style lineside equipment housings. It is proposed that the new loops be controlled from these two signal boxes with alterations as detailed below.

Signalling Scheme Sketch

Three signalling scheme sketches have been produced which show the two proposed loops with the option of extending the loop in the Honiton to Chard section to extend and merge with the existing loop at Chard. These sketches are numbered 80790A/PB/W130 for the Exmouth Junction to Honiton section, 80790/PB/W125 for Honiton to Chard and 80790A/PB/W126 for the loop extension to Chard.

The existing single lines will remain bi directional and the loop on the Honiton - Chard section is bi directional to accommodate the proposed Axminster/Exeter service. For the greatest flexibility of operations the Exmouth Junction - Honiton section loop may also to be bi directional but is not required for the proposed service pattern.




The three colours on these scheme sketches are as follows:

Black – Existing railway infrastructure. Green – Existing railway infrastructure to be recovered. Red – New railway infrastructure required by this scheme.

The scheme sketches have been derived for the purpose of showing the detail of the proposed signalling required for this scheme. Existing infrastructure has been shown as indicative from information gathered including that during the site visit. The sketch therefore should not be used for any other purpose than to detail the minimum signalling required to satisfy HMRI.

New Signalling proposals

There are several options for controlling the new layouts. Utilisation of spare levers in the existing lever frames to control the loops, providing new relay interlocking(s) to control the loops and interface with the existing or providing a new interlocking to control the loops and the existing.

All of the options require new trackside equipment housings (location cases) for the track circuit, signal and point controls required etc. and all will require major alterations to various level crossings.

Option A. Utilisation of spare leversDependant on spare levers being serviceable and available. Skills shortage for design and extreme skill shortage for installation would be a high risk.

Option B. New interlocking for loops.A new signalling interlocking situated at Honiton is proposed to control the new arrangements for both loops. This will require a Relocatable Equipment Building (REB) to be sited alongside the signal box at Honiton to house the new control system and interface with existing.

New control panels will be required for the operator at Honiton Signal Box for both loops. This could lead to an unsuitable working arrangement for the current operators (man machine interface). To alleviate this the control of the loops would have to be split between Honiton and Chard. This would lead to the provision of two new interlockings housed in separate REB’s instead of the originally proposed one at Honiton and thus increasing the cost and some operation issues may still remain.

Minor alterations to the level frame will also be required which again will have to rely on the skill shortages discussed in option A, but to a lesser extent.

Option C. New replacement interlocking.This proposal is for a new interlocking and control panel at Honiton replacing the existing signal box. This would be housed in a REB providing space for the interlocking and a separate operators area with the new panel.

Existing box removed and equipment to be recovered for strategic spares.




Alterations to Existing Signalling

Existing block sections will need to be shortened from the end of the loops extending out from Honiton to Chard and Exmouth Junction respectively. This will require amendments to the controls and indications at all three sites. Consideration to tail light cameras or track circuit control to be given.

Extension of Loop to Chard Option

Scheme sketch 80790A/PB/W126 shows the proposed extension to Chard. The signalling required for this would entail alterations at Chard to extend the station limits to include the new loop position. Entailing modifications to the existing locking and block arrangements, again consideration to tail light cameras or track circuit control to be given. Provision of a small REB would be needed to house the new equipment.

Modification to the signallers diagram would be needed to include the new station limits.

This option would reduce the work needed at Honiton to the provision of a single panel for the other loop, which would still be liable to the risks afore mentioned.

Crossings

All controlled crossings affected by the addition of the loops will need to be extensively modified to accommodate the addition line. These are:

For Exmouth Junction-Honiton loop

Crannaford AHB

For Honiton-Chard loop

Axminster CCTV Axe AHB Broom AHB

Due to the extensive nature of these alterations it is proposed to install new controls for both lines thus enabling pre wiring, installation and testing with minimum closure of the crossing. A small REB will be required at each AHB site to house the new equipment.

Ground Plans will be needed for each crossing affected by these proposals.

Signal Sighting

Preliminary signal sighting will be carried out during the feasibility phase.




Enabling Works

Some elements of the existing signalling infrastructure including the cable route are foul of the proposed alterations to the permanent way and will need to be repositioned to enable work to commence. All items identified will need to be replaced to meet current standards. Items affected will require a series of stages to be designed to enable them to be repositioned.

Telecoms

The entire Network Rail telecoms infrastructure is being upgraded to FTN. As part of this upgrade the lines affected by this scheme will have the new system in place. The costs to this project will only be that of additional signal post telephones, points phones etc.

Layout Risk

The risk of side on or head on collision of trains is to be mitigated against by the provision of full overlaps and TPWS loops at the junction signals.

It is recommended that a TPWS train stop system be provided at the signals exiting the new loop lines, whilst TPWS overspeed sensor and trainstop systems should be implemented at the signals protecting either side of the junctions.

The risk of trains entering the new loop lines to fast and hence running the risk of derailment is to be controlled by approach releasing the junction protecting signals.

7. E&P

E&P Equipment

E&P equipment has not been considered in detail at this stage but the scope will extend to provision of new lighting, customer information and public address systems at the new station at Broadclyst Parkway and the altered stations at Whimple and Axminster.

New power supplies will be required for the new signalling system.

New power supplies will be required to provide points heating to the new point ends at the ends of each loop.

8. OTHER ISSUES

Planning Consent

It is not envisaged that the work will require planning consent and can be undertaken as permitted development. Any works to existing structures will need to be checked to ensure that they are not listed or protected.




The new line will pass a number of former railway buildings which are now in private ownership. In some instances the new line will pass very close to these properties and liaison with the owners will be needed. There may be the requirement to provide improved noise and vibration insulation for these properties. The principal properties are located adjacent to Broom Level Crossing on the northern loop, Crannaford Level crossing and Whimple Station on the southern loop.

HMRI and Network Rail Consultation

Formal consultation with Network Rail and the HMRI will be required to confirm the initial findings and progress the scheme to the next full feasibility stage.

Disabled Access (SRA Guidelines)

The new station facilities will need to provide disabled access in accordance with the SRA guidelines. This covers all aspects of the station design including the provision of tactile paving to the platforms, lighting, signage, Customer Information systems, access to the platforms, ticketing facilities, car parking etc.

Network Change

The formal network change process will be required for this scheme.

Programme/Staging/Possessions

The programme and staging of the works is dependent on the possession availability for the proposed works. Options for implementation could include for an extended blockade of the railway or the works spread over a number of weekend possessions supplemented by shorter week night possessions. A longer weekend possession will be required for testing and commissioning of the new signalling system . The staging will also need to consider that a large quantity of the existing signalling equipment will need to be temporarily relocated to enable the second track to be laid, this would then become redundant on commissioning of the new signalling system.

Land Ownership

Generally the sections of line for the new loops will not require additional land to be obtained.At the level crossing sites areas of land will be required to house the controls within an REB. The existing REBs are located on the redundant formation and may require small areas of land adjacent to the crossings to be purchased to enable them to be re-sited.




9. SERVICES

Buried Services

At the time that the singling was undertaken it was usual practice for the signalling power supply cable to be buried directly under the route of the cable troughing. If this is the case this cable will need to be removed prior to laying the second track and will need to be considered as part of the staging requirements.

No other services were observed on the redundant track bed other than the cable route.

10. RELATIONSHIP TO OTHER SCHEMES

Other Schemes

As part of the consultation with Network Rail the scope of other schemes which may be in development or implementation needs to be established. They may affect the potential project time scales and costs. Schemes may include normal structures and permanent way renewals and renewal of the telecomms asset via the FTN programme.

11. ESTIMATE

The estimate figures are an order of cost based on the knowledge of the various discipline engineers that have complied the report and on generally the worst case scope of works needed. The next development stages of Feasibility GRIP Stage 3 and Outline design GRIP Stage 4 should enable the estimate to be more accurate as the scope of work is better defined.

The estimate figure (excluding contingency) for the two three mile loops is £22.7M and including the extension to Chard Junction is £25.1M.

The principal assumptions are:-

The new track and cess walkways can be accommodated on the existing formation and that major new earthworks are not required.

The underline structures other than that at 143m 1364yds do not require replacement.

The stabilisation of the existing earthworks is limited to the areas identified.

The Network Rail FTN project has completed renewal of the Telecomms infrastructure prior to commencement of this scheme.




12. CONCLUSION

The initial assessment has identified that the necessary infrastructure changes required are feasible. A similar re-dualling exercise has recently been completed between Probus and Burngullow in Cornwall over a similar total 6 mile length for a similar order of cost.

It is recommended that consultation with Network Rail is undertaken with regard to progression of the scheme. This could also result in a number of the key issues being resolved and consequent reduction of the scheme estimate.

The scheme will also require Network Rail involvement to progress to the next GRIP Stage 3 – Full Feasibility as access will be required to their infrastructure for more detailed surveys and also for record drawings and assessments of the existing infrastructure.




Appendix A - Barry Doe Report

WATERLOO-EXETER:

HOURLY FROM LONDON;HALF-HOURLY AXMINSTER-EXETER;

AND A NEW EAST DEVON STATION ATBROADCLYST

A PAPER TO EXAMINE THE NECESSARYASSOCIATED INFRASTRUCTURE CHANGES

TO ACHIEVE THESE GOALSIN THE LIGHT OF THE

DECEMBER 2004 SWT TIMETABLE

Barry S Doe FCILT, C.Math, MIMA

Tel: 01202 528707Email: [email protected]

29/03/04

2

THE NEW TIMETABLE

I begin by producing the December 2004 SWT timetable, showing all stations Yeovil Junction-Exeter St David’s. All trains are shown provided they reach Yeovil from the east.

Waterloo 0710 0820 0920 1020Basingstoke 0707 0757 0907 1007 1107Salisbury 0610 0711 0805 0843 0948 1048 1148Yeovil Junction 0615 0708 0804 0902 0929 1035 1135 1235Crewkerne 0624 0717 0938 1044 ---- 1244Axminster 0655 0737 0952 1105 1155 1304Honiton 0706 0748 1003 1116 1206 1315

0600 0715 0749 0900 1004 1117 1207 1316Feniton ---- 0720 0755 0905 1009 1122 ---- 1322Whimple ---- 0725 0801 0910 1014 1127 ---- 1327Pinhoe ---- 0732 0807 0917 1021 1134 ---- 1333Exeter Central 0615 0736 0812 0921 1025 1138 1222 1338Exeter St David’s 0619 0745 0816 0927 1030 1143 1229 1342Paignton 1128Plymouth 1352

Waterloo 1120 1220 1320 1420 1520 1620 1650Basingstoke 1207 1307 1407 1507 1607 1707 1737Salisbury 1248 1348 1448 1548 1648 1800 1823Yeovil Junction 1333 1435 1533 1635 1733 1847 1906Crewkerne 1444 1644 1857Axminster 1504 1704 1823 1910Honiton 1515 1715 1834 1921

1516 1600 1716 1730 1838 1931Feniton 1522 1605 ---- 1735 1843 1936Whimple 1527 1610 ---- 1740 1848 1941Pinhoe 1533 1617 ---- 1747 1855 1948Exeter Central 1538 1621 1732 1751 1859 1952Exeter St David’s 1542 1626 1736 1756 1904 1957Paignton 1839Plymouth 1654

Waterloo 1720 1750 1820 1920 2020 2120Basingstoke 1807 1838 1907 2008 2110 2210Salisbury 1853 1924 1953 2053 2200 2256Yeovil Junction 1940 2008 2040 2140 2252 2343Crewkerne 1949 2049 2149 2301Axminster 2003 2111 2203 2324Honiton 2014 2122 2214 2335

2015 2123 2336Feniton ---- 2129 2341Whimple ---- 2134 2346Pinhoe ---- 2140 2353Exeter Central 2030 2145 2357Exeter St David’s 2034 2149 0002PaigntonPlymouth

3

PlymouthPaigntonExeter St David’s 0510 0640 0800 0826 1010Exeter Central 0514 0644 0808 0830 1014Pinhoe 0519 0649 0813 ---- 1021Whimple 0526 0656 0820 ---- 1027Feniton 0531 0701 0825 ---- 1033Honiton 0537 0709 0831 0845 1039

0540 0620 0710 0846 1040Axminster 0551 0631 0721 0857 1051Crewkerne 0604 0644 0736 0910 1104Yeovil Junction 0515 0620 0654 0720 0750 0820 0920 1020 1120Salisbury 0602 0707 0740 0809 0837 0912 1015 1115 1215Basingstoke 0651 0758 0828 0854 0927 0954 1054 1154 1254Waterloo 0742 0843 0915 0949 1019 1049 1149 1249 1349

Plymouth 1445Paignton 1235Exeter St David’s 1210 1340 1410 1530 1610 1640 1730Exeter Central 1214 1344 1414 1534 1614 1644 1744Pinhoe 1219 ---- 1419 1539 1619 1649 1749Whimple 1226 ---- 1426 1546 1626 1656 1756Feniton 1231 ---- 1431 1551 1631 1701 1801Honiton 1237 1401 1437 1557 1637 1707 1807

1238 1402 1438 1638 1808Axminster 1249 1413 1449 1649 1818Crewkerne 1303 ---- 1503 1703Yeovil Junction 1220 1320 1350 1434 1520 1620 1720Salisbury 1315 1415 1435 1515 1615 1715 1807Basingstoke 1354 1454 1527 1554 1656 1754 1854Waterloo 1449 1549 1619 1649 1745 1846 1949

Plymouth 1750Paignton 1910Exeter St David’s 1810 1910 2010 2230Exeter Central 1814 1914 2014 2234Pinhoe 1819 ---- 2027 2239Whimple 1826 ---- 2034 2246Feniton 1831 ---- 2039 2251Honiton 1837 1929 2045 2257

1838 1930 2046 2219 2258Axminster 1849 1941 2057 2230 2309Crewkerne 1915 2008 2110 2243 2322Yeovil Junction 1820 1925 2020 2120 2301 2332Salisbury 1920 2020 2120 2207 2348 0007Basingstoke 2008 2108 2208 2306Waterloo 2101 2204 2257

4

FULL WORKING TIMETABLE

The public timetable on the previous 2 pages was derived from the following working timetable, which shows Chard Junction loop passing-times (only where trains cross), full details for trains crossing at Honiton (shown ‘X’) and works to half minutes.

Waterloo 0710 0820 0920 1020Basingstoke 0707 0757 0907 1007 1107Salisbury 0610 0711 0805 0843 0948 1048 1148Yeovil Junction 0615 0708 0804 0902 0929 1035 1135 1235Crewkerne 0624½ 0717½ 0938½ 1044½ ------ 1244½Chard Junction 0633 0726 1053 1253

0637½ 0730 1057½ 1257Axminster 0655 0737½ 0952 1105 1155 1304½Honiton 0705½ 0748 1002½ 1115½ 1205½ 1315

X0600 0715 0749½ 0900 1004 1117 1207 1316½

Feniton ------ 0720½ 0755½ 0905½ 1009½ 1122½ ------ 1322Whimple ------ 0725½ 0801 0910½ 1014½ 1127½ ------ 1327Pinhoe ------ 0732 0807½ 0917 1021 1134 ------ 1333½Exeter Central 0614½ 0736 0811½ 0921 1025 1138 1221½ 1337½

0616½ 0742 0813½ 0924½ 1027 1140 1226 1339½Exeter St David’s 0619 0745 0816 0927 1029½ 1143 1228½ 1342Paignton 1128Plymouth 1352

Waterloo 1120 1220 1320 1420 1520 1620 1650Basingstoke 1207 1307 1407 1507 1607 1707 1737Salisbury 1248 1348 1448 1548 1648 1800 1823Yeovil Junction 1333 1435 1533 1635 1733 1847½ 1906Crewkerne 1444½ 1644½ 1857Chard Junction 1453 1653

1457 1657 1905Axminster 1504½ 1704½ 1823 1910½Honiton 1515 1715 1833½ 1921

X X1516½ 1600 1716½ 1730 1838 1931

Feniton 1522 1605½ ------ 1735½ 1843½ 1936½Whimple 1527 1610½ ------ 1740½ 1848½ 1941½Pinhoe 1533½ 1617 ------ 1747 1855 1948Exeter Central 1537½ 1621 1731½ 1751 1859 1952

1539½ 1623 1733½ 1753 1901 1954Exeter St David’s 1542 1626 1736 1756 1904 1957Paignton 1839Plymouth 1654

5

Waterloo 1720 1750 1820 1920 2020 2120Basingstoke 1807 1838½ 1907 2008 2110 2210Salisbury 1853 1924 1953 2053 2200 2256Yeovil Junction 1940 2008 2040 2140 2252 2343Crewkerne 1949½ 2049½ 2149½ 2301½Chard Junction 2058 2310

1957 2104 2316Axminster 2003 2111½ 2203 2324Honiton 2013½ 2122 2214 2334½

2015 2123½ 2336Feniton ------ 2129 2341½Whimple ------ 2134 2346½Pinhoe ------ 2140½ 2353Exeter Central 2029½ 2144½ 2357

2031½ 2146½ 2359Exeter St David’s 2034 2149 0002PaigntonPlymouth

PlymouthPaigntonExeter St David’s 0510 0640 0800 0826 1010Exeter Central 0514½ 0644½ 0808½ 0830½ 1014½Pinhoe 0519½ 0649½ 0813½ ------ 1021Whimple 0526 0656 0820 ------ 1027½Feniton 0531½ 0701½ 0825½ ------ 1033Honiton 0537 0708½ 0831 0845 1038½

X0540 0620 0710 0846½ 1040

Axminster 0551 0631 0721 0857½ 1051Chard Junction

0636½ 0729 1056½Crewkerne 0604 0644 0736½ 0910½ 1104Yeovil Junction 0515 0620 0654 0720 0750 0820 0920½ 1020 1120Salisbury 0601½ 0706½ 0740 0808½ 0836½ 0911½ 1014½ 1114½ 1214½Basingstoke 0650½ 0757½ 0827½ 0854 0926½ 0954 1054 1154 1254Waterloo 0742 0843 0915 0949 1019 1049 1149 1249 1349

Plymouth 1445Paignton 1235Exeter St David’s 1210 1340 1410 1530 1610 1640 1730Exeter Central 1214½ 1344½ 1414½ 1534½ 1614½ 1644½ 1744½Pinhoe 1219½ ------ 1419½ 1539½ 1619½ 1649½ 1749½Whimple 1226 ------ 1426 1546 1626 1656 1756Feniton 1231½ ------ 1431½ 1551½ 1631½ 1701½ 1801½Honiton 1237 1401 1437 1557 1637 1707 1807

1238½ 1402½ 1438½ 1638½ 1808½Axminster 1249½ 1413½ 1449½ 1649½ 1818Chard Junction

1255 1455 1655Crewkerne 1303½ ------ 1503½ 1703½Yeovil Junction 1220 1320 1350 1434 1520 1620 1720Salisbury 1314½ 1414½ 1435 1514½ 1614½ 1714½ 1806½Basingstoke 1354 1454 1526½ 1554 1655½ 1754 1854Waterloo 1449 1549 1619 1649 1745 1846 1949

6

Plymouth 1750Paignton 1910Exeter St David’s 1810 1910 2010 2230Exeter Central 1814½ 1914½ 2014½ 2234½Pinhoe 1819½ ------ 2027½ 2239½Whimple 1826 ------ 2034 2246Feniton 1831½ ------ 2039½ 2251½Honiton 1837 1929 2045 2257

X X1838½ 1930½ 2046½ 2219 2258½

Axminster 1849½ 1941½ 2057½ 2230 2309½Chard Junction 1856 1948

1906 1958½ 2103 2315Crewkerne 1915½ 2008 2110½ 2243 2322½Yeovil Junction 1820 1925½ 2020 2120½ 2301 2332½Salisbury 1919½ 2019½ 2119½ 2207 2348 0007Basingstoke 2007½ 2107½ 2207½ 2306Waterloo 2101 2204 2257

ADDING BROADCLYST

The next working timetable shows what will happen if a new East Devon station at Broadclyst is opened without any new infrastructure. It would not be possible for all trains to call as some down trains must arrive Pinhoe at the times they do in order to allow an east-bound train to depart. The only way these trains could call would be to omit a call at Feniton or Whimple instead. Changed times are shown in red. (Honiton crossing details are omitted in this timetable).

Waterloo 0710 0820 0920 1020Basingstoke 0707 0757 0907 1007 1107Salisbury 0610 0711 0805 0843 0948 1048 1148Yeovil Junction 0615 0708 0804 0902 0929 1035 1135 1235Crewkerne 0624½ 0717½ 0938½ 1044½ ------ 1244½Chard Junction 0633 0726 1053 1253

0637½ 0730 1057½ 1257Axminster 0655 0737½ 0952 1105 1155 1304½Honiton 0705½ 0748 1002½ 1115½ 1205½ 1315

0557½ 0715 0749½ 0900 1004 1117 1207 1316½Feniton ------ 0720½ 0755½ 0905½ 1009½ 1122½ ------ 1322Whimple ------ 0725½ 0801 0910½ 1014½ 1127½ ------ 1327Broadclyst 0608½ 0730 0805½ 0915 ------ 1132 ------ 1331½Pinhoe ------ 0734½ 0810 0919½ 1021 1136½ ------ 1336Exeter Central 0614½ 0738½ 0814 0923½ 1025 1140½ 1221½ 1340

0616½ 0742 0816 0925½ 1027 1142½ 1226 1342Exeter St David’s 0619 0745 0818½ 0928 1029½ 1145 1228½ 1344½Paignton 1128Plymouth 1352

7

Waterloo 1120 1220 1320 1420 1520 1620 1650Basingstoke 1207 1307 1407 1507 1607 1707 1737Salisbury 1248 1348 1448 1548 1648 1800 1823Yeovil Junction 1333 1435 1533 1635 1733 1847½ 1906Crewkerne 1444½ 1644½ 1857Chard Junction 1453 1653

1457 1657 1905Axminster 1504½ 1704½ 1823 1910½Honiton 1515 1715 1833½ 1921

1516½ 1600 1716½ 1725½ 1838 1931Feniton 1522 1605½ ------ 1731 1843½ 1936½Whimple 1527 1610½ ------ 1736 1848½ 1941½Broadclyst 1531½ ------ 1727½ 1740½ 1853 1946Pinhoe 1536 1617 ------ 1745 1857½ 1950½Exeter Central 1540 1621 1733½ 1749 1901½ 1954½

1542 1623 1735½ 1751 1903½ 1956½Exeter St David’s 1544½ 1626 1738 1754 1906 1959Paignton 1839Plymouth 1654

Waterloo 1720 1750 1820 1920 2020 2120Basingstoke 1807 1838½ 1907 2008 2110 2210Salisbury 1853 1924 1953 2053 2200 2256Yeovil Junction 1940 2008 2040 2140 2252 2343Crewkerne 1949½ 2049½ 2149½ 2301½Chard Junction 2058 2310

1957 2104 2316Axminster 2003 2111½ 2203 2324Honiton 2013½ 2122 2214 2334½

2015 2123½ 2336Feniton ------ 2129 2341½Whimple ------ 2134 2346½Broadclyst ------ 2138½ 2351Pinhoe ------ 2143 2355½Exeter Central 2029½ 2147 2359½

2031½ 2149 0001½Exeter St David’s 2034 2151½ 0004PaigntonPlymouth

PlymouthPaigntonExeter St David’s 0507½ 0637½ 0800 0824 1010Exeter Central 0512 0642 0806 0828½ 1014½Pinhoe 0517 0647 0811 ------ 1021Broadclyst 0521½ 0651½ 0815½ 0835 ------Whimple 0526 0656 0820 ------ 1027½Feniton 0531½ 0701½ 0825½ ------ 1033Honiton 0537 0708½ 0831 0845 1038½

0540 0620 0710 0846½ 1040Axminster 0551 0631 0721 0857½ 1051Chard Junction

0636½ 0729 1056½Crewkerne 0604 0644 0736½ 0910½ 1104Yeovil Junction 0515 0620 0654 0720 0750 0820 0920½ 1020 1120Salisbury 0601½ 0706½ 0740 0808½ 0836½ 0911½ 1014½ 1114½ 1214½Basingstoke 0650½ 0757½ 0827½ 0854 0926½ 0954 1054 1154 1254Waterloo 0742 0843 0915 0949 1019 1049 1149 1249 1349

8

Plymouth 1445Paignton 1235Exeter St David’s 1210 1340 1407½ 1527½ 1610 1637½ 1730Exeter Central 1214½ 1344½ 1412 1532 1614½ 1642 1742Pinhoe 1219½ ------ 1417 1537 1619½ 1647 1747Broadclyst ------ 1351 1421½ 1541½ ------ 1651½ 1751½Whimple 1226 ------ 1426 1546 1626 1656 1756Feniton 1231½ ------ 1431½ 1551½ 1631½ 1701½ 1801½Honiton 1237 1401 1437 1557 1637 1707 1807

1238½ 1402½ 1438½ 1638½ 1808½Axminster 1249½ 1413½ 1449½ 1649½ 1818Chard Junction

1255 1455 1655Crewkerne 1303½ ------ 1503½ 1703½Yeovil Junction 1220 1320 1350 1434 1520 1620 1720Salisbury 1314½ 1414½ 1435 1514½ 1614½ 1714½ 1806½Basingstoke 1354 1454 1526½ 1554 1655½ 1754 1854Waterloo 1449 1549 1619 1649 1745 1846 1949

Plymouth 1750Paignton 1910Exeter St David’s 1807½ 1908 2010 2227½Exeter Central 1812 1912½ 2014½ 2232Pinhoe 1817 ------ 2027½ 2237Broadclyst 1821½ 1919 ------ 2241½Whimple 1826 ------ 2034 2246Feniton 1831½ ------ 2039½ 2251½Honiton 1837 1929 2045 2257

1838½ 1930½ 2046½ 2219 2258½Axminster 1849½ 1941½ 2057½ 2230 2309½Chard Junction 1856 1948

1906 1958½ 2103 2315Crewkerne 1915½ 2008 2110½ 2243 2322½Yeovil Junction 1820 1925½ 2020 2120½ 2301 2332½Salisbury 1919½ 2019½ 2119½ 2207 2348 0007Basingstoke 2007½ 2107½ 2207½ 2306Waterloo 2101 2204 2257

HOURLY WATERLOO-EXETER

I now turn to an examination of how the December 2004 timetable could be modified to provide an hourly service to Exeter, on the assumption that times between Waterloo and Yeovil remain unchanged.

The new timetable is, in fact, rather time-wasteful in both directions. SWT say this will aid reliability west of Salisbury, but whilst this is largely true it is occasioned by the new pattern dictating the use of both Chard Junction and Tisbury loops in virtually all services.

In the table below I have taken current and new times for the typical off-peak pattern, with the current departure-times changed so they match the new departure-times for ease of comparison. It is easy to see why the new timetable requires an extra 10 min being added between Waterloo and Exeter and no fewer than an additional 21 min being added in the up direction between Exeter and Waterloo.

9

X = Current times (but changed to new London/Exeter departure times for easier comparison)Y = New, December 2004, times

(Arrival times from London for stations west of Salisbury)X Y

Waterloo 1220 1220Basingstoke 1308 1307Salisbury 1341 1340

1344 1348 4 min extra at SalisburyTisbury 1358 1402Gillingham 1409 1413Yeovil Junction 1429 1433Crewkerne 1440 1444Axminster 1453 1503 6 min extra Chard JunctionHoniton 1505 1515Exeter Central 1528 1538Exeter St David’s 1532 1542TOTAL EXTRA TIME 10 min extra Waterloo-Exeter

X YExeter St David’s 1210 1210Exeter Central 1214 1214Honiton 1238 1238Axminster 1249 1249Crewkerne 1302 1303 1 min extra to CrewkerneYeovil Junction 1312 1320 7 min extra at Yeovil JunctionGillingham 1334 1342Tisbury 1344 1352Salisbury 1359 1415 8 min extra Tisbury loop

1403 1420 1 min extra at SalisburyBasingstoke 1437 1454Waterloo 1528 1549 4 min extra recovery at WaterlooTOTAL EXTRA TIME 21 min Exeter-Waterloo

Although I shall be dealing with Chard Junction it is not in my remit to discuss Tisbury loop or the additional time at Salisbury etc, as anything east of Yeovil Junction is to be taken as fixed.

However, it has to be asked what if new infrastructure is implemented for an hourly extension to Exeter and an additional hourly Exeter-Axminster shuttle based on the new SWT timetable, and then at a later stage further infrastructure changes east of Yeovil were implemented by SWT permitting, say, fast running around Tisbury and abolishing the need to wait at Tisbury loop? Would not trains then arrive/depart Yeovil at different times meaning the new infrastructure would then be in the wrong place?

Well, fortunately the 8 min spent in Tisbury loop only affects up services. So trains would always arrive Yeovil Junction from Waterloo as planned for December (assuming they left Waterloo at the same time of course) and so any new proposed changes west of Yeovil would not be affected.

However, up trains would save the 8 min. It seems fair to say, however, that if this ever came about SWT would have to accept that Exeter departures would have to remain unchanged and trains would arrive Salisbury 8 min earlier and a path arranged to permit earlier access into Waterloo.

10

The Detail

Returning to the details of the new timetable, down trains depart Yeovil Junction for Exeter at 35 min past the hour (XX35) whilst up trains leave for Waterloo at XX20 and it is this that requires use of Chard Junction loop for the trains to cross. This is time-consuming in the down direction, for a non-stop run from Crewkerne to Axminster takes only 12 min whereas the December 04 down services will generally take 18½ min owing to the wait at Chard Junction. However it is also time-consuming in the up direction, for whilst up trains pass the down train at speed at Chard Junction and take only 13 min from Axminster to Crewkerne, the Chard Junction crossing-time being fixed, they arrive Yeovil Junction at XX11½ and wait there 8½ min for the standard departure time of XX20. In short, because of Chard Junction being where it is, 6 or 7 min will be wasted on most trains in each direction – every train if the pattern became hourly.

An hourly service is not in fact possible with the current infrastructure because the down train at the above standard pattern would have to cross the next up train around Whimple. That is why, when SWT puts in one little hourly cycle from Waterloo to Exeter at 0820, 0920 and 1020 it only works because there is no up train to pass at Chard Junction on the ‘middle’ hour and the 0920 also only calls Axminster and Honiton in order to reach Pinhoe before the next up departure. Incidentally the timing is so tight that even a Broadclyst stop would not be permitted in the 0920 for that reason.

For an hourly service to work, therefore, there must be at least one extra loop added. The cheapest option would be just one loop around Whimple, as mentioned above, but this does not permit the Axminster shuttle to be added, as will be seen later.

Options

To look at the options I now show a series of examples showing in each case down trains on the left, reading down, and up trains on the right, reading up. This makes it easier to see where trains would cross.

In these examples more separate station arrivals and departures are shown than in the main timetables above. Areas where trains must cross are highlighted in red. I am not examining here the length of any loop – that follows later – but merely its position and am assuming such a loop that would offer reliability.

11

EXAMPLE 1: Current timetable using Chard Junction loop and showing that a new loop would be required from Whimple towards Feniton if services were hourly regular-interval.

READ DOWN READ UPdep 1020 Waterloo arr 1549 1649dep 1107 Basingstoke arr 1454 1554dep 1148 Salisbury arr 1414½ 1514½Arr 1233 Yeovil Junction dep 1320 1420dep 1235 arr 1311½ 1411½Arr 1243½ Crewkerne dep 1303½ 1403½dep 1244½ arr 1302½ 1402½Arr 1253 Chard Junction dep 1255 1355dep 1257 arrArr 1303 Axminster dep 1249½ 1349½dep 1304½ arr 1248 1348Arr 1315 Honiton dep 1238½ 1338½dep 1316½ arr 1237 1337dep 1322 Feniton dep 1231½ 1331½dep 1327 Whimple dep 1226 1326dep 1331½ Broadclyst dep 1221½ 1321½Arr 1335½ Pinhoe dep 1217 1317dep 1336 arr 1216½ 1316½Arr 1340 Exeter Central dep 1212 1312dep 1342 arr 1210 1310Arr 1344½ Exeter St David’s dep 1207½ 1307½READ DOWN READ UP

EXAMPLE 2: A loop is constructed at Axminster towards Chard Junction to avoid use of Chard Junction itself and save the time spent there. The subsequent speed-up then moves the second required loop further west, this time between Pinhoe and Broadclyst.

READ DOWN READ UPdep 1020 Waterloo arr 1549 1649dep 1107 Basingstoke arr 1454 1554dep 1148 Salisbury arr 1414½ 1514½Arr 1233 Yeovil Junction dep 1320 1420dep 1235 arr 1318 1418Arr 1243½ Crewkerne dep 1310 1410dep 1244½ arr 1309 1409Arr Chard Junction dep 1302½ 1402½dep 1252½ arrarr 1256½ Axminster dep 1257 1357dep 1258 arr 1255½ 1355½arr 1308½ Honiton dep 1246 1346dep 1310 arr 1244½ 1344½dep 1315½ Feniton dep 1239 1339dep 1320½ Whimple dep 1233½ 1333½dep 1325 Broadclyst dep 1229 1329arr 1329 Pinhoe dep 1224½ 1324½dep 1329½ arr 1224 1324arr 1333½ Exeter Central dep 1219½ 1319½dep 1335½ arr 1217½ 1317½arr 1338 Exeter St David’s dep 1215 1315READ DOWN READ UP

12

EXAMPLE 3: As example 2 shows the second loop so far west, is it possible to arrange a slightly different stopping-pattern on the services to allow trains to cross just west of Pinhoe so that no second loop would be required at all? This example shows it is theoretically possible, but would never be sufficiently reliable. On one hour the down all-stations would arrive Pinhoe XX29 whilst an up faster service omitting Pinhoe, Whimple and Feniton would not pass Pinhoe until XX32, which is reasonable, if tight, but the other hour the down fast service would pass Pinhoe XX24 whilst the up all-stations is at the platform waiting to depart.

READ DOWN READ UPdep 1020 1120 Waterloo arr 1549 1649 1749dep 1107 1207 Basingstoke arr 1454 1554 1654dep 1148 1248 Salisbury arr 1414½ 1514½ 1614½arr 1233 1333 Yeovil Junction dep 1320 1420 1520dep 1235 1335 arr 1318 1418 1518arr 1243½ 1343½ Crewkerne dep 1310 1410 1510dep 1244½ 1344½ arr 1309 1409 1509arr Chard Junction dep 1302½ 1402½ 1502½dep 1252½ 1352½ Arrarr 1256½ 1356½ Axminster dep 1257 1357 1457dep 1258 1358 arr 1255½ 1355½ 1455½arr 1308½ 1408½ Honiton dep 1246 1346 1446dep 1310 1410 arr 1244½ 1344½ 1444½dep 1315½ ------ Feniton dep 1239 ------ 1439dep 1320½ ------ Whimple dep 1233½ ------ 1433½dep 1325 1421 Broadclyst dep 1229 1334½ 1429arr 1329 ------ Pinhoe dep 1224½ ------ 1424½dep 1329½ ------ arr 1224 ------ 1424arr 1333½ 1427 Exeter Central dep 1219½ 1328 1419½dep 1335½ 1429 arr 1217½ 1326 1417½arr 1338 1431½ Exeter St David’s dep 1215 1323½ 1415

READ DOWN READ UP

EXAMPLE 4: So, with example 3 in mind, can any other stops be removed to further this case? Well, the irony is that were Broadclyst omitted in example 3 it would work, but that will clearly not be an acceptable omission – and in any case it would still be too tight for reliability. Crewkerne would be the only other one that might have a train only every second hour, so what does this do? This example, below, shows that it again works at Pinhoe, if rather too tight for comfort, but whilst it would obviate the need for a new loop in that area it dramatically changes the loop at Axminster as on even hours trains would need to depart XX55 in the down direction yet would not arrive from the west until XX58. The Axminster loop would need to run several miles towards Honiton as well as towards Chard Junction. In reality, to reach a situation where no new loop is needed in the ‘far west,’ Crewkerne would have to be omitted every second hour in the all-stations train, the other service would have to run non-stop Honiton to Exeter Central and arrival and departure patterns would also be quite ‘skew’ at Exeter, making any shuttle to Axminster very difficult to add. Add to this the longer loop at Axminster and these options are clearly both non-starters.

13

4(a) – Omitting Crewkerne but retaining Broadclyst – still too tight at Pinhoe:

READ DOWN READ UPDep 1020 1120 Waterloo arr 1549 1649 1749Dep 1107 1207 Basingstoke arr 1454 1554 1654Dep 1148 1248 Salisbury arr 1414½ 1514½ 1614½Arr 1233 1333 Yeovil Junction dep 1320 1420 1520Dep 1235 1335 arr 1318 1418 1518Arr ------ 1343½ Crewkerne dep ------ 1410 ------Dep ------ 1344½ arr ------ 1409 ------Arr Chard Junction dep 1305 1402½ 1505Dep 1249½ 1352½ ArrArr 1253½ 1356½ Axminster dep 1259½ 1357 1459½Dep 1255 1358 arr 1258 1355½ 1458Arr 1305½ 1408½ Honiton dep 1248½ 1346 1448½Dep 1307 1410 arr 1247 1344½ 1447Dep 1312½ ------ Feniton dep 1241½ ------ 1441½Dep 1317½ ------ Whimple dep 1236 ------ 1436Dep 1322 1421 Broadclyst dep 1231½ 1334½ 1431½Arr 1326 ------ Pinhoe dep 1227 ------ 1427Dep 1326½ ------ arr 1226½ ------ 1426½Arr 1330½ 1427 Exeter Central dep 1222 1328 1422Dep 1332½ 1429 arr 1220 1326 1420Arr 1335 1431½ Exeter St David’s dep 1217½ 1323½ 1417½

READ DOWN READ UP

4(b) – Omitting Crewkerne and Broadclyst - alright at Pinhoe but, with other downsides, poor overall:

READ DOWN READ UPDep 1020 1120 Waterloo arr 1549 1649 1749Dep 1107 1207 Basingstoke arr 1454 1554 1654Dep 1148 1248 Salisbury arr 1414½ 1514½ 1614½Arr 1233 1333 Yeovil Junction dep 1320 1420 1520Dep 1235 1335 arr 1318 1418 1518Arr ------ 1343½ Crewkerne dep ------ 1410 ------Dep ------ 1344½ arr ------ 1409 ------Arr Chard Junction dep 1305 1402½ 1505Dep 1249½ 1352½ ArrArr 1253½ 1356½ Axminster dep 1259½ 1357 1459½Dep 1255 1358 arr 1258 1355½ 1458Arr 1305½ 1408½ Honiton dep 1248½ 1346 1448½Dep 1307 1410 arr 1247 1344½ 1447Dep 1312½ ------ Feniton dep 1241½ ------ 1441½Dep 1317½ ------ Whimple dep 1236 ------ 1436Dep 1322 ------ Broadclyst dep 1231½ ------ 1431½Arr 1326 ------ Pinhoe dep 1227 ------ 1427Dep 1326½ ------ arr 1226½ ------ 1426½Arr 1330½ 1425½ Exeter Central dep 1222 1330 1422Dep 1332½ 1427½ arr 1220 1328 1420Arr 1335 1430 Exeter St David’s dep 1217½ 1325½ 1417½

READ DOWN READ UP

14

THE BEST CASES

The above therefore shows that there are only two options worth considering: Example 1, using Chard Junction and having a new loop from Whimple towards Feniton; and Example 2, having a loop at Axminster, avoiding use of Chard Junction, and a second loop betweenPinhoe and Broadclyst. I now re-name these Examples A and B and repeat them here:

EXAMPLE A:

READ DOWN READ UPDep 1020 Waterloo Arr 1549 1649Dep 1107 Basingstoke Arr 1454 1554Dep 1148 Salisbury Arr 1414½ 1514½Arr 1233 Yeovil Junction Dep 1320 1420Dep 1235 Arr 1311½ 1411½Arr 1243½ Crewkerne Dep 1303½ 1403½Dep 1244½ Arr 1302½ 1402½Arr 1253 Chard Junction Dep 1255 1355Dep 1257 ArrArr 1303 Axminster Dep 1249½ 1349½Dep 1304½ Arr 1248 1348Arr 1315 Honiton Dep 1238½ 1338½Dep 1316½ Arr 1237 1337Dep 1322 Feniton Dep 1231½ 1331½Dep 1327 Whimple Dep 1226 1326Dep 1331½ Broadclyst Dep 1221½ 1321½Arr 1335½ Pinhoe Dep 1217 1317Dep 1336 Arr 1216½ 1316½Arr 1340 Exeter Central Dep 1212 1312Dep 1342 Arr 1210 1310Arr 1344½ Exeter St David’s Dep 1207½ 1307½READ DOWN READ UP

EXAMPLE B:

READ DOWN READ UPDep 1020 Waterloo Arr 1549 1649Dep 1107 Basingstoke Arr 1454 1554Dep 1148 Salisbury Arr 1414½ 1514½Arr 1233 Yeovil Junction Dep 1320 1420Dep 1235 Arr 1318 1418Arr 1243½ Crewkerne Dep 1310 1410Dep 1244½ Arr 1309 1409Arr Chard Junction Dep 1302½ 1402½Dep 1252½ ArrArr 1256½ Axminster Dep 1257 1357Dep 1258 Arr 1255½ 1355½Arr 1308½ Honiton Dep 1246 1346Dep 1310 Arr 1244½ 1344½Dep 1315½ Feniton Dep 1239 1339Dep 1320½ Whimple Dep 1233½ 1333½Dep 1325 Broadclyst Dep 1229 1329Arr 1329 Pinhoe Dep 1224½ 1324½Dep 1329½ Arr 1224 1324Arr 1333½ Exeter Central Dep 1219½ 1319½Dep 1335½ Arr 1217½ 1317½Arr 1338 Exeter St David’s Dep 1215 1315READ DOWN READ UP

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AXMINSTER-EXETER SHUTTLE

It is now worth proceeding to the next consideration – the additional Axminster-Exeter shuttle – to see if either Example A or B is better-suited to adding such a service.

EXAMPLE C (Example A with shuttle):

READ DOWN READ UPDep 1020 Waterloo Arr 1549 1649Dep 1107 Basingstoke Arr 1454 1554Dep 1148 Salisbury Arr 1414½ 1514½Arr 1233 Yeovil Junction Dep 1320 1420Dep 1235 Arr 1311½ 1411½Arr 1243½ Crewkerne Dep 1303½ 1403½Dep 1244½ Arr 1302½ 1402½Arr 1253 Chard Junction Dep 1255 1355Dep 1257 ArrArr 1303 Axminster Dep 1249½ 1349½Dep 1224½ 1304½ 1324½ Arr 1248 1328 1348 1428Arr 1235 1315 1335 Honiton Dep 1238½ 1318½ 1338½ 1418½

X X X X X X XDep 1246½ 1316½ 1346½ Arr 1237 1307 1337 1407Dep 1252 1322 1352 Feniton Dep 1231½ 1301½ 1331½ 1401½Dep 1257 1327 1357 Whimple Dep 1226 1256 1326 1356Dep 1301½ 1331½ 1401½ Broadclyst Dep 1221½ 1251½ 1321½ 1351½Arr 1305½ 1335½ 1405½ Pinhoe Dep 1217 1247 1317 1347Dep 1306 1336 1406 Arr 1216½ 1246½ 1316½ 1346½Arr 1310 1340 1410 Exeter Central Dep 1212 1242 1312 1342Dep 1312 1342 1412 Arr 1210 1240 1310 1340Arr 1314½ 1344½ 1414½ Exeter St David’s Dep 1207½ 1237½ 1307½ 1337½

READ DOWN READ UP

EXAMPLE D (Example B with shuttle, modified at Honiton and the Whimple loop):

READ DOWN READ UPDep 1020 Waterloo Arr 1549 1649dep 1107 Basingstoke Arr 1454 1554dep 1148 Salisbury Arr 1414½ 1514½Arr 1233 Yeovil Junction Dep 1320 1420dep 1235 Arr 1318 1418Arr 1243½ Crewkerne Dep 1310 1410dep 1244½ Arr 1309 1409Arr Chard Junction Dep 1302½ 1402½dep 1252½ Arrarr 1256½ Axminster Dep 1256½ 1356½dep 1232 1258 1332 Arr 1255 1321½ 1355 1421½arr 1242½ 1308½ 1342½ Honiton Dep 1245½ 1312 1345½ 1412

X X X X X X Xdep 1244 1314 1344 Arr 1240½ 1310½ 1340½ 1410½dep 1249½ 1319½ 1349½ Feniton Dep 1235 1305 1335 1405dep 1254½ 1324½ 1354½ Whimple Dep 1229½ 1259½ 1329½ 1359½dep 1259 1329 1359 Broadclyst Dep 1225 1255 1325 1355arr 1303 1333 1403 Pinhoe Dep 1220½ 1250½ 1320½ 1350½dep 1303½ 1333½ 1403½ Arr 1220 1250 1320 1350arr 1307½ 1337½ 1407½ Exeter Central Dep 1215½ 1245½ 1315½ 1345½dep 1309½ 1339½ 1409½ Arr 1213½ 1243½ 1313½ 1343½arr 1312 1342 1412 Exeter St David’s Dep 1211 1241 1311 1341

READ DOWN READ UP

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EXAMPLE D WINS

Firstly, the good news is that a half-hourly shuttle between Exeter and Axminster will be possible using the new infrastructure that must be provided in order to obtain an hourly Waterloo-Exeter service. That infrastructure needs to be ‘tweaked’ and not in quite the same place, but no more will be required because Honiton loop would not be used in the hourly Exeter service (Examples A or B) and that alone permits the shuttle.

I now use Example C as Example A with the shuttle added and Example D as Example B with the shuttle added.

In Example C the shuttles have to cross the up and down Waterloo services at Honiton and the up and down shuttles themselves then have to cross each other at the new loop around Whimple. Whilst there is some flexibility – though half-hourly is obviously desirable – it all falls down because the up shuttle cannot arrive Axminster until XX28 and has to leave XX24½. Having stock standing at Axminster for 56½ min every hour is a non-starter! Not only is it costly in rolling-stock but it would be in the way and need shunting.

It will also be noted that the shuttle has to stand at Honiton almost 12 min in each direction and so whilst it is half-hourly between Exeter and Honiton it is then 20-40 from there to Axminster. Clearly Example A is simply not effective and can be ignored. It would have been the cheaper of the two options, requiring only one new loop, but would not work.

Example D is a clear winner, but sadly has a small downside in that the 6 or 7 min time-saving brought about by not having to use Chard Junction loop is retained through to Honiton but then largely lost between there and Exeter, because Waterloo services have to wait there 5 min rather than the usual 1½ min. This pattern needs more explanation as the loop is also slightly moved from where it was in Example B.

In Example B down trains depart Honiton XX10 and up trains arrive from Exeter at XX44½. Adding a shuttle to make this half-hourly means departures from Honiton at XX10 and XX40 are before the arrivals from Exeter at XX14½ and XX44½. If one of the shuttles is moved it then would have to cross another at a place without a loop – apart from the fact it would destroy the half-hourly pattern. The only way it could be made to work would be an extension of the Honiton loop almost to Feniton – and that in addition to the new loop between Broadclyst and Pinhoe.

It would not even end there, for working to this standard half-hourly pattern would mean trains would only have a 2½ min turn-round at Axminster – clearly another non-starter!

Now when trains cross at Honiton the normal method of working is that Train A arrives, then Trains B arrives 2 min later. Train B then waits 1½ min and leaves first and finally Train A leaves 1½ min after that. Ideally, therefore, the Waterloo train would be Train B so that it is only held 1½ min, with the shuttle held 5 min, but, as described above, that leads to the Waterloo pattern in Example B on top of which it is impossible to add the shuttle.

If, however the trains are reversed and the down Waterloo waits 5 min and the up shuttle is given the 1½ min, it means down Waterloo trains now depart XX13½ instead of XX10 and up Waterloo trains have to arrive from Exeter XX10½ instead of XX14½.

This in turn means that making this a half-hourly pattern allows trains to arrive Honitonfrom Exeter XX10½ and XX40½ and depart for Exeter XX13½ and XX43½ - a good working pattern. In fact to give standard patterns in all directions it requires a few half-min adjustments to that, so that in reality down trains will depart Honiton XX14 and XX44 andup Waterloo trains will depart XX45½. This last is useful as it in fact gives all up services

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an extra half-minute between Axminster and Crewkerne, which could be useful if there is a slow turn-out from any new loop east of Axminster.

All this in turn puts the up shuttle into Axminster at XX21½ and allows it to leave XX32 – aperfectly acceptable 10½-min turn-round.

There is, however, now a change to the required new loop. Whereas before it would have been between Broadclyst and Pinhoe it now has to be closer to Honiton – in fact between Whimple and Broadclyst.

Length of Loops

This is always a vital matter for reliability, but it becomes more important than ever as more services are added, because there is no fall-back option west of Chard Junction asevery loop will always be occupied when the half-hourly service is in operation.

At Axminster both down Waterloo services arrive, and up services depart, at XX56½. If the loop started at the west end of the platforms and extended 3 miles towards Chard Junction, arranged with a slow turn-out in the up direction but permitting down trains to run at maximum speed through to Axminster, up trains would be timed off the east end just after XX00 whilst down services would be timed into the loop at XX54. Thus if the down train were running up to 5 min late it would not affect the up.

If the up were 5 min late off the loop at Whimple it would gain back some time at Honiton and probably arrive Axminster XX58, not affecting the down. It is unlikely the up would in fact be 5 min late, because for that the previous down would have to have been 10 min late at Whimple. This would only happen when the down was late enough to held at Chard Junction. This would make it around 13 min late at Honiton, but that would still allow the shuttle to get to Axminster in time to turn round and it would mean the down Waterloo arriving Whimple around 9 min late making the up 4 min late – safe, as described above.

In short, a 3-mile Axminster loop would seem about the minimum for robustness,but any extra would be a bonus. However, as Chard Junction is only 5 miles from Axminster would it start to be more cost-effective to have the loop from Axminster throughout, thereby abolishing two sets of points (the east end of a 3-mile Axminster loop and the current west end of the Chard Junction loop)?

Turning to the other new loop – Broadclyst to Whimple – it would seem to be sufficiently robust to run it from immediately east of Broadclyst (allowing the new station to have just one platform) to the east end of Whimple station. This would, of course, mean putting back the second platform there, but it would be rather unsafe operationally to terminate the loop just west of Whimple as that would give rise to another ‘Templecombe situation’, where a delayed up train would have to wait for a late down train to call at Whimple, and depart, before it could be released. This loop would also, therefore, be about 3 miles in length.

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I therefore repeat here the ‘final’ solution – Example D:

READ DOWN READ UPDep 1020 Waterloo Arr 1549 1649dep 1107 Basingstoke Arr 1454 1554dep 1148 Salisbury Arr 1414½ 1514½Arr 1233 Yeovil Junction Dep 1320 1420dep 1235 Arr 1318 1418Arr 1243½ Crewkerne Dep 1310 1410dep 1244½ Arr 1309 1409Arr Chard Junction Dep 1302½ 1402½dep 1252½ Arrarr 1256½ Axminster Dep 1256½ 1356½dep 1232 1258 1332 Arr 1255 1321½ 1355 1421½arr 1242½ 1308½ 1342½ Honiton Dep 1245½ 1312 1345½ 1412

X X X X X X Xdep 1244 1314 1344 Arr 1240½ 1310½ 1340½ 1410½dep 1249½ 1319½ 1349½ Feniton Dep 1235 1305 1335 1405dep 1254½ 1324½ 1354½ Whimple Dep 1229½ 1259½ 1329½ 1359½dep 1259 1329 1359 Broadclyst Dep 1225 1255 1325 1355arr 1303 1333 1403 Pinhoe Dep 1220½ 1250½ 1320½ 1350½dep 1303½ 1333½ 1403½ Arr 1220 1250 1320 1350arr 1307½ 1337½ 1407½ Exeter Central Dep 1215½ 1245½ 1315½ 1345½dep 1309½ 1339½ 1409½ Arr 1213½ 1243½ 1313½ 1343½arr 1312 1342 1412 Exeter St David’s Dep 1211 1241 1311 1341

READ DOWN READ UP

This does not clash with new standard-pattern Wessex Trains services over the Exmouth Junction-Exeter St David’s section, so there is no reason why all trains cannot proceed to St David’s unless platform occupation presents a problem.

Overall Timetable Comparisons

Earlier in this paper I showed a table comparing current times with the new ones. I now repeat this below with the new times, as above, added for the Waterloo service. It will be seen that Waterloo to Axminster and Honiton only lose 4 min compared to today whilst the journey-times to Exeter are kept to the 10 min longer that the December 2004 requires, despite a new station at Broadclyst.

In the up direction Honiton, Axminster and Crewkerne would be speeded up 7 or 8 min over the December 2004 timetable and removing the recovery time approaching Waterloo it is likely that Honiton-Waterloo, for example, would take exactly 3 hours – though that is still 10 min longer than today. Nothing can be done about the excessive Exeter-Waterloo time, but as described earlier, the reasons are outside the geographical scope of this paper and change could only come with infrastructure changes around Tisbury.

At least one can say that nothing is slower, despite a new station at Broadclyst, and the bonus of a half-hourly Exeter-Axminster service and an hourly one to Waterloo is considerable.

There is another aspect to consider: that the times shown in the table below are those for the normal Waterloo services that call all stations between Exeter and Salisbury. Currently the fastest Waterloo-Exeter Central train takes 3h 03m and the fastest up service only 3h 02m. Under the new December 2004 service the fastest down to Exeter Central takes 3h 02m and the fastest up 3h 05m – though admittedly only one a day. With an hourly regular-interval timetable the down will take 3h 18m and the up 3h 34m.

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However, only 7 or 8 min can be saved by not calling Feniton, Whimple and Pinhoe and the December 2004 3h 05m up timing only occurs by not only omitting them, but also not calling Crewkerne, Sherborne, Templecombe, Gillingham and Tisbury! Such a later Exeter departure than standard and a rush to Salisbury in this way could not be achieved with the half-hourly shuttle at the western end, and one has to accept that such one-offs are bound to vanish with the bonus of a regular-interval service.

As to Feniton, Whimple and Honiton, their increase in frequency from every 2 hours to half-hourly might seem excessive but if they remained only in the new shuttle for local purposes then everyone wanting east of Axminster would have to change there and wait around half-an-hour. As there are currently many through journeys made between even Pinhoe and Waterloo it seems imperative that all these stations are retained in the London service. Granted, every other London service would probably be sufficient, but that would then unbalance the half-hourly local pattern. In any case this would then start to put trains into the Whimple-Broadclyst loop at the wrong times.

X = Current times (but changed to new London/Exeter departure times for easier comparison)Y = New, December 2004, timesZ = New times with Broadclyst added and adjustments made for hourly service + Axminster shuttle

(Arrival times from London for stations west of Salisbury)X Y Z

Waterloo 1220 1220 1220Basingstoke 1308 1307 1307Salisbury 1341 1340 1340

1344 1348 4 min extra at Salisbury 1348Tisbury 1358 1402 1402Gillingham 1409 1413 1413Yeovil Junction 1429 1433 1433Crewkerne 1440 1444 1444Axminster 1453 1503 6 min extra Chard Junction 1457Honiton 1505 1515 1509Exeter Central 1528 1538 1538Exeter St David’s 1532 1542 1542TOTAL EXTRA TIME 10 min extra Waterloo-Exeter

X Y ZExeter St David’s 1210 1210 1211Exeter Central 1214 1214 1215Honiton 1238 1238 1246Axminster 1249 1249 1256Crewkerne 1302 1303 1 min extra to Crewkerne 1310Yeovil Junction 1312 1320 7 min extra at Yeovil Junction 1320Gillingham 1334 1342 1342Tisbury 1344 1352 1352Salisbury 1359 1415 8 min extra Tisbury loop 1415

1403 1420 1 min extra at Salisbury 1420Basingstoke 1437 1454 1454Waterloo 1528 1549 4 min extra recovery at Waterloo 1549TOTAL EXTRA TIME 21 min Exeter-Waterloo

I now put all the above together to arrive at a new timetable for the route.

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THE NEW TIMETABLE

Waterloo 0710Basingstoke 0700 0757Salisbury 0610 0711 0748 0843Yeovil Junction 0615 0708 0804 0835 0935Crewkerne 0624 0717 0844 0944Axminster 0658 0737 0832 0858 0932 0958 1032Honiton 0709 0748 0843 0909 0943 1009 1043

0554 0714 0749 0814 0844 0914 0944 1014 1044Feniton 0559 0719 0755 0819 0849 0919 0949 1019 1049Whimple 0604 0724 0801 0824 0854 0924 0954 1024 1054Broadclyst 0609 0729 0805 0829 0859 0929 0959 1029 1059Pinhoe 0613 0733 0810 0833 0903 0933 1003 1033 1103Exeter Central 0618 0738 0814 0838 0908 0938 1008 1038 1108Exeter St David’s 0622 0742 0819 0912 0942 1012 1042 1112Paignton 1133Plymouth

Waterloo 0820 0920 1020 1120 1220Basingstoke 0907 1007 1107 1207 1307Salisbury 0948 1048 1148 1248 1348Yeovil Junction 1035 1135 1235 1335 1435Crewkerne 1044 1144 1244 1344 1444Axminster 1058 1132 1158 1232 1258 1332 1358 1432 1458 1532Honiton 1109 1143 1209 1243 1309 1343 1409 1443 1509 1543

1114 1144 1214 1244 1314 1344 1414 1444 1514 1544Feniton 1119 1149 1219 1249 1319 1349 1419 1449 1519 1549Whimple 1124 1154 1224 1254 1324 1354 1424 1454 1524 1554Broadclyst 1129 1159 1229 1259 1329 1359 1429 1459 1529 1559Pinhoe 1133 1203 1233 1303 1333 1403 1433 1503 1533 1603Exeter Central 1138 1208 1238 1308 1338 1408 1438 1508 1538 1608Exeter St David’s 1142 1212 1242 1312 1342 1412 1442 1512 1542 1612PaigntonPlymouth 1354 1654

Waterloo 1320 1420 1520 1620 1650 1720Basingstoke 1407 1507 1607 1707 1737 1807Salisbury 1448 1548 1648 1800 1823 1853Yeovil Junction 1535 1635 1735 1847 1906 1940Crewkerne 1544 1644 1744 1857 1949Axminster 1558 1632 1658 1732 1758 1832 1910 2005Honiton 1609 1643 1709 1743 1809 1843 1921 2016

1614 1644 1714 1744 1814 1844 1924 1954 2018Feniton 1619 1649 1719 1749 1819 1849 1929 1959 2023Whimple 1624 1654 1724 1754 1824 1854 1934 2004 2028Broadclyst 1629 1659 1729 1759 1829 1859 1939 2009 2033Pinhoe 1633 1703 1733 1803 1833 1903 1943 2013 2037Exeter Central 1638 1708 1738 1808 1838 1908 1948 2018 2042Exeter St David’s 1642 1712 1742 1812 1842 1912 1952 2022 2046PaigntonPlymouth 1839

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Waterloo 1750 1820 1920 2020 2120Basingstoke 1838 1907 2008 2110 2210Salisbury 1924 1953 2053 2200 2256Yeovil Junction 2009 2040 2140 2252 2343Crewkerne 2049 2149 2301Axminster 2111 2203 2324Honiton 2122 2214 2335Broadclyst 2123 2336Feniton 2129 2341Whimple 2134 2346Broadclyst 2138 2351Pinhoe 2143 2355Exeter Central 2147 2400Exeter St David’s 2152 0004PaigntonPlymouth

PlymouthPaigntonExeter St David’s 0507 0641 0711 0811 0911Exeter Central 0512 0645 0715 0815 0845 0915Pinhoe 0517 0650 0720 0820 0850 0920Broadclyst 0521 0655 0725 0825 0855 0925Whimple 0526 0659 0729 0829 0859 0929Feniton 0531 0705 0735 0835 0905 0935Honiton 0537 0711 0741* 0841 0911 0941

0540 0620 0712 0752 0845 0912 0945Axminster 0551 0631 0723 0802 0856 0922 0956Crewkerne 0604 0644 0736 0910 1010Yeovil Junction 0515 0620 0654 0720 0750 0820 0920 1020Salisbury 0602 0707 0740 0809 0837 0912 1015 1115Basingstoke 0651 0758 0828 0854 0927 0954 1054 1154Waterloo 0742 0843 0915 0949 1019 1049 1149 1249

* = detaches a portion to form the 0814 Honiton-Exeter

PlymouthPaignton 1210Exeter St David’s 0941 1011 1041 1111 1141 1211 1241 1311 1341 1411Exeter Central 0945 1015 1045 1115 1145 1215 1245 1315 1345 1415Pinhoe 0950 1020 1050 1120 1150 1220 1250 1320 1350 1420Broadclyst 0955 1025 1055 1125 1155 1225 1255 1325 1355 1425Whimple 0959 1029 1059 1129 1159 1229 1259 1329 1359 1429Feniton 1005 1035 1105 1135 1205 1235 1305 1335 1405 1435Honiton 1011 1041 1111 1141 1211 1241 1311 1341 1411 1441

1012 1045 1112 1145 1212 1245 1312 1345 1412 1445Axminster 1022 1056 1122 1156 1222 1256 1322 1356 1422 1456Crewkerne 1110 1210 1310 1410 1510Yeovil Junction 1120 1220 1320 1420 1520Salisbury 1215 1315 1415 1515 1615Basingstoke 1254 1354 1454 1554 1654Waterloo 1349 1449 1549 1649 1745

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Plymouth 1445 1750PaigntonExeter St David’s 1441 1511 1541 1611 1641 1711 1741 1811 1841 1921Exeter Central 1445 1515 1545 1615 1645 1715 1745 1815 1845 1925Pinhoe 1450 1520 1550 1620 1650 1720 1750 1820 1850 1930Broadclyst 1455 1525 1555 1625 1655 1725 1755 1825 1855 1935Whimple 1459 1529 1559 1629 1659 1729 1759 1829 1859 1939Feniton 1505 1535 1605 1635 1705 1735 1805 1835 1905 1945Honiton 1511 1541 1611 1641 1711 1741 1811 1841 1911 1951

1512 1545 1612 1645 1712 1745 1812 1845 1952Axminster 1522 1556 1622 1656 1722 1756 1822 1856 2003Crewkerne 1610 1710 1810 1916 2017Yeovil Junction 1620 1720 1820 1926 2027Salisbury 1715 1807 1920 2020 2120Basingstoke 1754 1854 2008 2108 2208Waterloo 1846 1949 2101 2204 2257

PlymouthPaignton 1915Exeter St David’s 2015 2227Exeter Central 2019 2232Pinhoe 2024 2237Broadclyst 2029 2241Whimple 2033 2246Feniton 2039 2251Honiton 2045 2257

2046 2219 2258Axminster 2057 2230 2309Crewkerne 2110 2243 2322Yeovil Junction 2120 2301 2332Salisbury 2207 2348 0007Basingstoke 2306Waterloo

Notes:

Although, as said earlier, the general pattern does not clash with Wessex Trains services, there are two or three cases a day in each direction when the SWT service is off-pattern, where, on the current Wessex drafts, there would be a potential clash. However this would not be serious as it would only imply either a slight delay between Pinhoe and Exeter on the down, or trains leaving rather earlier from St David’s on the up and waiting time at Pinhoe.

The times for arrivals and departures at Paignton and Plymouth are based on advancedetails for all operators over the section west of Exeter.

The only train that does not reach St David’s is the 0814 ex Honiton and the 0845 return from Exeter Central. This is simply because the same unit must work both in order to commence the shuttle – the other unit at that time being at Honiton – and so there is no time to reach St David’s and return.

In the down evening peak all services from Waterloo (from 1620) call at all stations between Basingstoke and Salisbury and for that reason cannot depart Salisbury for Yeovil and beyond at the standard time. This means they have to pass up services at different places. This affects the 1811 from Exeter from east of Axminster but what would be the

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1911 and 2011 simply become impossible to path and so have to work off-pattern (at 1921 and 2015 from St David’s).

Similarly in the morning it is impossible to change the 0610 from Salisbury to arrive Exeter Central at the standard time of 0808 as there is no other path to get it out of Salisbury slightly earlier. This in turn prevents a 0741 Exeter St David’s-Axminster running and also prevents the 0711 reaching Axminster in time to form an 0758 to Exeter. This would lead to a 90 min gap at Axminster in the morning peak just when most needed, hence my suggested solution of the 0711 having both shuttle units together and dropping one at Honiton before continuing to Axminster. This way at least Honiton gets half-hourly to Exeter and Axminster has an 0832.

IMPROVEMENTS

DOWN

Flow Current December 04 Proposed TimetableWaterloo-Yeovil 14 17 17Waterloo-Feniton 8 7 13Waterloo-Whimple 7 7 13Waterloo-Broadclyst 0 0 13Waterloo-Pinhoe 4 7 13Waterloo-Exeter 10 10 13Salisbury-Exeter 11 11 15Axminster-Exeter 12 13 27Honiton-Exeter 13 17 30Feniton-Exeter 11 13 30Whimple-Exeter 10 13 30Broadclyst-Exeter 0 0 30Pinhoe-Exeter 7 13 30

UP

Flow Current December 04 Proposed TimetableYeovil-Waterloo 14 19 18Feniton-Waterloo 8 8 14Whimple-Waterloo 7 5 14Broadclyst-Waterloo 0 0 14Pinhoe-Waterloo 4 8 14Exeter-Waterloo 11 10 14Exeter-Salisbury 13 12 16Exeter-Axminster 14 13 27Exeter-Honiton 16 16 28Exeter-Feniton 14 13 28Exeter-Whimple 13 13 28Exeter-Broadclyst 0 0 28Exeter-Pinhoe 10 13 28

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Rolling Stock

SWT could not say at this stage what the formation of trains will be except that they thought ‘a number’ would be 6-cars west of Salisbury. For the new standard pattern to work the services that extend to Paignton or Plymouth must be 6-car as far as Exeter so that they can drop a portion there to form the next Waterloo departure.

My estimate is that as far as the main-line stock is concerned this timetable would probably require only two more ‘trains’ – but that could well mean 4 units, though I rather think 3 would be sufficient. That is rather good considering the increase in service-level, but is partly because the stock does not have to spend any time shuttling to and from Honiton as it currently does in the peaks and also because the standard pattern has decent turn-rounds of 29 min at Exeter St David’s – robust, yet much more efficient than in some cases today where units wait in the sidings for lengthy periods.

As to the shuttle, that, clearly, requires just two units. These have to work to standard timings but I believe that any modern units with a slighter lower performance-level than a Class 159 gain from having a less-lengthy ‘door cycle’ and so will easily match the required times.

Overall, there is probably some scope for considerable savings for SWT anyway, as currently everything works from Salisbury depot involving long empty movements in the morning. With the need for a base at Exeter for the shuttle it would probably become cost-effective to have a separate SWT depot at Exeter, staff-wise, and thereby keep more units there at night.

CONCLUSION

The above suggestions are by no means perfect. I would have preferred to have been able to recommend a solution whereby every second hour a Waterloo train ran fast after Yeovil, calling only Axminster, Honiton and Broadclyst, which could give a regular-interval 3h 04m timing to Exeter (though it would still be 3h 19m in the up direction). This would also still offer through services to Feniton etc every two hours – though admittedly it would then make the Exeter-Axminster shuttle 3 trains every 2 hours rather than half-hourly.

However it has to be accepted that this is impossible and one either has today’s “roughly-every-2-hours-plus-bits-&-pieces” service, which can offer the occasional fast train, or one has a regular-interval hourly service that serves everywhere, and does it well.

In any case, with the huge growth one could expect with the half-hourly shuttle in the west, let alone the hourly Waterloo link from all stations, who knows what the future could afford? Eventual complete doubling of Honiton-Pinhoe perhaps? Then things could start to change again and more windows of opportunity would be opened.

However, that is for the future. We have waited too many years for something decent west of Salisbury and one can but hope that the opportunity will be grasped to achieve something affordable and worthwhile now.

Barry S Doe29/03/04



ENH02 Output Requirements Page 24 of 29

Appendix B - Location Drawing for Proposed New Station




Appendix C - Preliminary proposed works drawings (Civil/P.Way)




Appendix D - Signalling Scheme Sketches




Appendix E - Photographs

Northern Loop Photographs

Overbridge at 140m 20c BAE2 (Farm Access)

Overbridge at 140m 40c BAE2 (Farm Access)

Broom AHB Level Crossing at 141m 13c BAE2

Location of new S&C at north end Option 1 at 141m 31c BAE2

Axe AHB Level Crossing at 141m 55c BAE2

Overbridge at 142m 03c BAE2 (Cutting)

Overbridge at 142m 67c BAE2 (A358 Coxden Road)

Overbridge at 143m 02c BAE2 (Smallridge Road)

Overbridge at 143m 59c BAE2 (Cloakham Road)

Underbridge at 143m 62c BAE2 (Burnt House)

Axminster AFB Level Crossing at 144m 17c BAE2

Overbridge at 144m 40c BAE2 (Kilmington Road)

Axminster Station at 144m 41c BAE2

Overbridge (span removed) at 144m 67c BAE2

Overbridge at 145m 02c BAE2 (A35 Axminster Bypass)

Location of new S&C at south end of loop at 145m 12c BAE2

Southern Loop Photographs

Location of new S&C north end at 162m 29c BAE2

Overbridge at 162m 52c BAE2 (Whimple Road)

Whimple Station at 163m 02c BAE2

Crannaford AHB Level Crossing at 164m 20c BAE2

Location of new S&C at south end of loop at 165m 73c BAE2 andproposed Broadclyst Parkway Station at 165m 79c BAE2




Appendix F - Estimate Summary Sheet

Estimate Summary Sheet

Exeter to Waterloo LineDevon and SomersetLoop Lines

Southern Loop £M

Pway 4.30Signals 0.72Telecomms 0.13Civils 3.14

Sub-Total 8.29

Northern Loop

Pway 5.50Signals 1.08Telecomms 0.13Civils 3.90

Sub-Total 10.61

Sub-Total for both Loops 18.90

Scheme Development costs 1.00NR Costs 1.80Possession costs/train haulage 1.00

Total for both loops 22.7

Option including extending to Chard Junction Loop

P.way 1.30Signals -0.35Telecomms 0.04Civils 0.87

Sub-Total 1.85

Additional scheme development 0.14Additional NR costs 0.15Possession costs 0.21

Sub-Total for extension 2.35

Total Including extended loop 25.1




Appendix G - Location Plan

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pre-feasibility report for exeter to waterloo line … report for exeter to waterloo line devon and...

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