The Anonymous Widower

Along The Avocet Line

I took these pictures on a trip from Exeter to Exmouth and back on the Avocet Line.

These are my thoughts under various topics.

Exmouth

Exmouth reminded me of the seaside town, where I spent a fair bit of my childhood; Felixstowe.

  • They are both coastal towns.
  • Exmouth has the larger population of 34,400 to Felixstowe’s 23,000.
  • Both have adequate shopping centres, although Exmouth has a large Marks and Spencer Simply Food by the station.

I didn’t get to the beach.

The Starcross And Exmouth Ferry

There is a ferry between Starcross station and Exmouth, which seems to be well used.

Exmouth Station And The Train Service

Exmouth station was rebuilt in 1986 and it is a one-platform station with facilities and a large Marks and Spencer Simply Food.

The only problem is the trains themselves, as their frequency, which is generally two trains per hour, is acceptable.

But two Class 143 trains coupled together is inadequate, for a summer’s day when passengers have buggies, bicycles and lots of young children.

Monkerton Station

Monkerton station is a proposed new station on the Avocet Line, that would be built between Polsloe Bridge and Digby & Sowton.

The Seaside Special

Exmouth station and the Avocet Line powerfully makes the case for a Seaside Special train.

  • Four cars.
  • Independently-powered by diesel or perhaps batteries in the future.
  • A range of perhaps thirty miles.
  • Lots of space for buggies, bicycles and large suitcases.
  • Step-across access between platform and train.

I’m sure Greater Anglia and Great Western Railway, with help from other train operating companies could come up with workable specification.

Get the specification right and it might be the short distance commuter train, where a proportion of passengers want to bring bicycles.

With the current developments in train refurbishment, the new Class 319 Flex and Class 230 trains might be the place to start.

 

 

 

April 7, 2017 Posted by | Transport/Travel | , , , , | Leave a comment

An Excursion To Axminster

My Devon Day Ranger allowed travel to Axminster, so I took a trip.

These are my comments on various topics.

Peninsular Task Force

According to the June 2016 Edition of Modern Railways, the Peninsular Task Force has made recommendations about this route.

  • An improved line.
  • An enhanced South Devon Metro
  • A better diversion route.
  • Speeding up of services between London Waterloo and Exeter by 36 minutes.

It will be interesting to see what actually happens.

Axminster Station

I was surprised to find that Axminster station is quite a sophisticated one as the pictures show.

It also had an excellent cafe that made me a fgluten-free bacon sandwich.

Class 800/802 Trains On The West Of England Line

The West Of England Line is currently certified for InterCity 125s, so it would probably allow Class 800 and Class 802 electro-diesel trains to use the route.

It might need some updating to some of the connecting routes East of Yeovil Junction.

Speeding Up Services Between London Waterloo And Exeter

Most of the services on this route are run by 90 mph Class 159 trains, which are well-matched to the 90 mph West Of England Line.

The current trains are diesel, which means they can’t take advantage of the electrified section of the line between London and Basingstoke.

In the June 2016 Edition of Modern Railways, this is said about services between London Waterloo and Exeter.

Journey time improvements of up to 36 minutes between Exeter and London Waterloo are forecast through a combination of linespeed improvements and trains calling only at Salisbury between Clapham Junction and Yeovil Junction.

The described stopping pattern would cut seven stops, at how many minutes a stop?

I have read that cutting a stop saves around three minutes a stop, but the amount will depend on a large number of factors.

  • Braking for the stop.
  • Accelerating back to line speed.
  • The ease with which passengers can enter and exit, which is helped by wide doors and large lobbies.
  • The quality of the driving.

Looking at the timetables various stops can take between three and seven minutes.

As an example, the Class 159 trains take 52 minutes between Basingstoke and Waterloo with stops at Woking and Clapham Junction, but a 100 mph electric train does it in 45 minutes with just a stop at Clapham Junction.

Without the actual figures, I can only take an educated guess.

An average of four minutes would mean finding eight minutes from linespeed improvements.

But there would be one simple way to speed up the trains.

Running Class 802 trains would certainly reduce journey times.

  • They are electro-diesel trains, so could use the electrification between London Waterloo and Basingstoke.
  • They have a 100 mph speed on diesel power, if speed limits allow.
  • They have a 125 mph speed on electrified lines, if speed limits allow.
  • Their undoubted power would get them quickly up to linespeed, thus reducing stop time.
  • They have probably got better braking performance, than the current Class 159 trains.

But also consider.

  • If linespeed is increased from the current 90 mph to perhaps 100 mph, the Class 159 trains can’t take any advantage.
  • Running on electricity between London and Basingstoke, could also save a few minutes and some carbon emissions.
  • Upgrading the line West of Basingstoke to allow higher speed where possible.
  • Adding some more passing loops, at stations like Whimple.
  • Any extra electrification past Basingstoke would be welcomed.

This could realise savings of perhaps fifteen to twenty minutes.

I am assuming the following.

  • The more powerful Class 802 variant of the Class 800 train will be used, as speed on diesel power will be important.
  • The trains can be fitted with third-rail shoes, like the closely related Class 395 train.
  • I wonder, if it would be prudent to make all Class 802 trains dual-voltage.

Operationally, the trains may offer other advantages.

  • If they are closely related to the Class 802 variant used by GWR for Peninsular services, this must be beneficial, as FirstGroup is involved in both train operating companies.
  • It appeared to me at Exeter St. Davids that the Class 159 trains need a lot of refuelling, so the large fuel tanks of the Class 802 trains might save refuelling time.
  • The joint fleet could be serviced at the same depot in perhaps either Exeter or Plymouth.
  • Running similar trains on both routes from Exeter to London might give a marketing advantage.
  • Five-car and nine-car Class 802 trains could be used as appropriate.
  • It might be economic to extend some Waterloo services past Exeter.

A quick calculation shows that to provide an hourly service needs the following number of trainsets.

  • Class 159 trains with a round trip of 7 hours – 7 trainsets of two trains.
  • Class 802 trains with a round trip of  6 hours – 6 trains.

This could make the smaller Class 802 fleet easier to manage.

A South Devon Metro

The Modern Railways article has a brief reference to an enhanced South Devon Metro.

Currently, between Yeovil Junction and Exeter, there is generally one train per hour (tph).

This is not enough.

So in addition to the current service could the South West be seeing a modern diesel service from perhaps Yeovil Junction or Salisbury to Plymouth, at perhaps one tph.

But ideally, there should be four tph on the route to provide a Turn-Up-And-Go service.

New Stations

The stations at Axminster, Cranbrook and Whimple have recently opened, reopened or rebuilt.

There is also this article on DevonLive, which is entitled Second Cranbrook station still in the pipeline.

So could the eco-village of Cranbrook, get a second station called Cranbrook East?

I suspect that development of the line West of Salisbury could see some more and better stations.

Conclusions

The recommendations of the Peninsular Task Force should probably be followed.

I think we’ll see the following on the West of England Line.

  • An enhanced service of at least 2 tph from Yeovil Junction to Exeter, with some extended to Plymouth.
  • London Waterloo to Exeter in under three hours.
  • A variant of Class 800 trains working the route.
  • New and improved stations.

One great advantage is that First Group are at least part-owners of the two train operating companies in the region.

 

April 7, 2017 Posted by | Food, Transport/Travel | , , , | Leave a comment

An Integrated Bus And Train Information Point

I saw this information point in the middle of Exeter.

Buses at the top, Exeter Central station in the middle and Exeter St. Davids station underneath.

Why aren’t there more in other cities?

April 6, 2017 Posted by | Transport/Travel | , , , | Leave a comment

Walking Between Dawlish And Dawlish Warren Stations

The article on the BBC is entitled Dawlish storm damage rail closure ‘to cost millions’.

It certainly shows why the Plymouth to Exeter Line through Dawlish is so important.

Network Rail threw literally every kitchen sink, they could find at the problem and when the Book Of Heroic Projects is written Dawlish will feature prominently. I wrote about the work in A Job Well Done.

So three years and a day after I wrote that post what does it look like now?

I walked between Dawlish and Dawlish Warren stations taking these pictures.

Some work at Dawlish Warren station is being completed, but it looks as if it could last for hopefully a few years.

April 6, 2017 Posted by | Transport/Travel | , , , | 1 Comment

Exploring The Tamar Valley Line

The Tamar Valley Line runs up the Tamar Valley between  Plymouth to Gunnislake stations, the latter of which is over the border in Cornwall.

These pictures show the journey.

The following sections are my thoughts on the journey.

The Scenery

Rarely, have I travelled on a railway with such spectacular views.

Calstock

This Google Map shows Calstock.

Note the Grade II* Listed Calstock Viaduct as the railway crosses the Tamar and the station on the Northern side of the river.

I suspect that if the railway ceased to run to Calstock and over the viaduct, there would be a revolution.

But having lived at the end of the then-erratic Felixstowe Branch line in the 1960s, I can see how if the service would be improved to hourly with a decent train, customers mysteriously appear. I suspect too, that road connections between Felixstowe and Ipswich are a lot better than between Calstock and Plymouth.

Bere Alston

This Google Map shows Bere Alston station.

Note the two lines leading from the station, with one going South to Plymouth and the other going North to Gunnislake.

The line that used to go to Tavistock can also be seen going East.

I have followed this in my helicopter and you can see much of track bed.

The Train Service

I just went up and came back on the same train, as a fellow passenger said there was nothing at Gunnislake. He was actually walking down from Bere Alston station.

So as I had other things to do rather than wait two hours on a Cornish hill for the next train, I may have taken the right decision. Or not as the case may be!

If you look at the way the train service is organised, currently one Class 150 train is dedicated to the route.

As it takes 45 minutes to go up from Plymouth to Gunnislake and then after a wait of typically six minutes, it comes down in a further 45 minutes, the train service is not the easiest to run efficiently.

Looking at the timings of the individual sections of the line we get the following going up.

  • Plymouth to St. Budeaux Victoria Road – 10 minutes
  • St. Budeaux Victoria Road to Bere Alston – 14 minutes
  • Bere Alston to Gunnislake – 20 minutes

Coming down we get the following times.

  • Gunnislake to Bere Alston – 18 minutes
  • Bere Alston to St. Budeaux Victoria Road – 13 minutes
  • St. Budeaux Victoria Road to Plymouth – 11 minutes

The following also complicate the train scheduler’s problem.

  • The line is single-track with no passing loops.
  • The driver has to change ends for the reverse at Bere Alston station.

On the other hand, a more powerful train could probably save time on the climb and if it had good brakes, it could save time of the descent.

At least St. Budeaux Victoria Road station is where the driver organises the signalling. Wikipedia says this.

Trains heading towards Bere Alston must collect the branch train staff from a secure cabinet on the platform before proceeding, as the line is operated on the One Train Working system with only a single unit allowed on the branch at a time. Conversely the staff has to be returned to the cabinet by the driver on the return journey before the unit can leave the branch and return to Plymouth.

If trains could climb up from St. Budeaux Victoria Road to Gunnislake and return within the hour and they could pass somewhere South of Bere Ferrers station, then an hourly service would be possible, with modern signalling!

But it would need two trains!  And trains are something, that GWR doesn’t have in abundance.

The Two Stations At St. Budeaux

This Google Map shows the two stations at St. Budeaux.

According to this except from Wikipedia, the two stations; St. Budeaux Victoria Road and St. Budeaux Ferry Road were once connected.

A connection to the Great Western Railway was installed east of the station on 21 March 1941 to offer the two companies alternative routes between Plymouth and St Budeaux should either line be closed due to bombing during World War II. On 7 September 1964 the original line into Devonport was closed, and all trains use the former Great Western route and the wartime connection to reach St Budeaux, renamed St Budeaux Victoria Road to differentiate it from St Budeaux Ferry Road, opened by the Great Western Railway on 1 June 1904.

The line from St Budeaux to Bere Alston was singled on 7 September 1970, services having ceased beyond there (towards Tavistock North and Okehampton) in May 1968.

I would suspect that as there appears to be a fair amount of space in the area and with some innovative trackwork Network Rail could design something, that allowed an hourly service to Gunnislake from Plymouth and/or St. Budeaux Victoria Road.

Sort the two stations at St. Budeaux and it would surely allow extra stopping services from Plymouth along the Cornish Main Line. An hourly stopping train would give stations between Plymouth and Bt. Budeaux, a much friendlier two trains per hour (tph).

Onward To Tavistock And Okehampton

There is a Future Options section in the Wikipedia entry for Okehampton station. This is said.

Both Railfuture and the former MP for Totnes, Anthony Steen, have in the past proposed the reinstatement of the line between Okehampton and Bere Alston, thereby reconnecting the station with Plymouth. The reopening of the link would restore the continuous circuit of railway linking the towns around Dartmoor. On 18 March 2008 Devon County Council backed a separate proposal by developers Kilbride Community Rail to construct 750 houses in Tavistock that includes reopening part of this route from Bere Alston to a new railway station in Tavistock.

Whether this happens at any time in the future, will depend on various factors.

  • The need for housing developments in the area.
  • Tourism.
  • Quarrying and the transport of stone.
  • Commuting from Okehampton and Tavistock.

With the link to the Tarka Line, it would deliver an alternative route from Plymouth to Exeter and London, if the weather attacks Dawlish again.

A Dawlish Diversion

It sounds all well and good for a diversion for between London and Cornwall, should Dawlish be closed by the weather or for engineering work.

But after looking at what has been created at Dawlish and writing about it in Walking Between Dawlish And Dawlish Warren Stations, I teel that something has been created, that should be able to stand up to what happened in 2014.

But even if the line is never broken, as it was in 2014, there will always be a need to have a diversion for important engineering works, that might mean the line is closed for a couple of days.

So I think that Network Rail’s plan, which was reported about in the June 2016 Edition of Modern Railways, that I wrote about in Common Sense Between Exeter And Plymouth, could happen.

In the post I said this.

The Modern Railways article also says.

  • The line’s function would be to provide a modest service serving local stations and to offer diversionary capability.
  • Eight new stations would be provided.
  • The line would be unlikely to be electrified.
  • To help funding new housing would be built along the line.

A double-track railway with diesel trains would do the following.

  • Improve the economy of Devon around the fringes of Dartmoor.
  • Help in the development of much-needed housing in the area.
  • Provide a much-needed freight route to and from the peninsular.
  • Provide sufficient capacity in the event of problems at Dawlish.

But knowing Murphy’s Law, if the line were to reinstated, the sea at Dawlish would behave itself.

Could the line even be built as a single track, but big enough, so that it would allow five-car or perhaps even longer Class 800 trains to run between Plymouth and Exeter in an emergency or when the main line is closed for other reasons?

The timings for Class 150 trains on the line are as follows.

  • Plymouth to Bere Alston – 24 minutes
  • Okehampton to Exeter St. Davids – 44 minutes

I would estimate that  Bere Alston to Okehampton could take about forty minutes, via Tavistock.

I think we can safely say that a modern train like a Class 172 train could do Exeter to Plymouth in under two hours.

As Exeter to Plymouth takes around an hour, I think it should be possible for something like a 100 mph Class 165 train to go round the complete circle in under three hours.

This would mean that to run a Devon Circular service with one tph in both directions would need.

  • A rail link between Bere Alston and Okehampton via a new Tavistock station.
  • Three trains in both directions or six trains in total.
  • 100 mph diesel trains.
  • One or more passing loops or lengths of double-track
  • A solution that allows two different services at Bere Alston.

Additional services would also be provided in both directions..

  • Between Exeter and Yeoford, there would be two tph instead of one tph.
  • Between Plymouth and Bere Alston, there would be two tph instead of one tph.
  • One extra tph between Exeter and Plymouth.

A lot of stakeholders should like it.

Conclusion

I’ve just posted what I have seen and what I have read from trusted sources.

It would appear there is a lot of potential to improve the railways in Devon.

It also strikes me that a lot of what Network Rail are proposing doing is only undoing what was done by British Rail engineers in the 1960s.

At least, BR engineers didn’t follow Beeching’s recommendation of closing the Tamar Valley Line.

 

 

 

 

 

 

 

 

April 6, 2017 Posted by | Transport/Travel | , , , , | Leave a comment

Between Exeter St. Davids And Exeter Central Stations

Exeter St. Davids and Exeter Central are important stations in Exeter.

  • Many services call at both stations.
  • The two stations are about five minutes apart by train.
  • It takes fifteen to twenty minutes to walk between the two stations.
  • Exeter Central station is in the centre of the city and an easy walk to stops and restaurants.
  • Exeter St. Davis station is the junction station, where lines to and from the city meet.

The problem is that it is a very stiff walk up the hill from Exeter St. Davids station to Exeter Central station.

What eases matters, is that every few minutes, a train connects the lower St. Davids to the higher Central.

These pictures document a trip between the two stations.

Note the quality of the trains.

When staying in Exeter, if you come by train, make sure you pick a hotel at the best station for your visit.

I stayed in the Premier Inn by the station and met a couple, who were using the Mercure, which they didn’t fault.

This map clipped from Wikipedia, shows the stations in Exeter.

My ticket between the two main Exeter stations,  cost  £1.50 for an Anytime Day Return, but you can’t help thinking that the various train companies working in the area are looking at ways of improving the ticketing.

The fact that First Group is now involved in the two main franchises must help.

But as a visitor, who understands ticketing, I found my £6.60 Devon Day Rangers more than adequate.

 

 

 

 

April 6, 2017 Posted by | Transport/Travel | , , , , | Leave a comment

The Speedview App

I’ve just loaded it on my phone and it’s like having your own personal speedometer.

When I installed it, I showed it to the 8 year old or so girl who was next to me, as I thought she might like it. She and her mother watched it with me as we ran from Dawlish Warren to Starbrook and commented that it was cool. Perhaps it’s an App to entertain young children on a train journey?

April 6, 2017 Posted by | Transport/Travel | , | Leave a comment

What Train Is This?

I took these pictures of a train coming from Barnstaple to Exeter.

But what type if train is it?

The last picture shows it is Class 150 train built in the 1980s by British Rail.

It is certainly a high quality refurbishment of 150263.

I’d much rather travel in this train, than a new Class 700 train.

Consider.

  • The seats were comfortable.
  • There were several tables in each car.
  • The toilet was one of the best I’ve seen.
  • The information system, tip-up seats and grab handles were all excellent.

The train even had it’s own wheelchair ramp stowed away in a secure metal cupboard.

I can’t find anything on the web about who did the refurbishment of this train.

My only thought, is that it was an in-house job and came from Laira with love!

The Truth About The Refurbishment

The August 2017 Edition of Modern Railways has a long article entitled Great Western Improvement Imminent, where on page 75, this is said.

The Class 150/2s are going through a refurbishment and repaint at Wabtec’s Doncaster plant

If all the 137 trainsets end up like this no-one will complain.

April 5, 2017 Posted by | Transport/Travel | , , , , | 10 Comments

Trains Between Barnstaple, Exmouth and Paignton

The trains work a triangular schedule with  Barnstaple, Exmouth and Paignton stations at the points and most cross-Exeter services calling at Exeter Central and Exeter St. Davids stations,

Current times in the afternoon timetable for the various legs are

  • Exeter St. Davids to Barnstaple – Minimum – 68 minutes – 6 stops
  • Exeter St. Davids to Barnstaple – Maximum – 77 minutes – 11 stops
  • Barnstaple to Exeter St. Davids – Minimum – 62 minutes – 6 stops
  • Barnstaple to Exeter St. Davids – Maximum – 76 minutes – 10 stops
  • Exeter St. Davids to Exmouth – Minimum – 29 minutes – 5 stops
  • Exeter St. Davids to Exmouth – Maximum – 34 minutes – 9 stops
  • Exmouth to Exeter St. Davids – Minimum – 26 minutes – 5 stops
  • Exmouth to Exeter St. Davids -Maximum –  34 minutes – 9 stops
  • Exeter St. Davids to Paignton – Minimum – 54 minutes – 8 stops
  • Exeter St. Davids to Paignton – Maximum – 62 minutes – 8 stops
  • Paignton to Exeter St. Davids – Minimum 48 minutes – 6 stops
  • Paignton to Exeter St. Davids – Maximum – 62 minutes – 8 stops

From the timetable, the timings seem all over the place.

But consider.

  • I was told that the trains aren’t very reliable and sometimes a Class 143 train turns up and struggles.
  • So timings are probably worked out for a Class 143 train, which is a Pacer.
  • Some trains skip several stops.
  • The Exmouth and Paignton legs seem to have better performance, but then the terrain is not so hilly.
  • Four-car trains are needed much of the time. At least platforms seem to be built for at least that length.

The people who devised the current timetable probably found it challenging.

It could probably be simplified, by more, better, faster and more powerful trains.

After I visited the Buxton Line I wrote Thoughts On The Buxton Line.

I said this.

The Buxton Line is very stiff for a railway in England. Wikipedia says this about the rolling stock.

Due to steep gradients on this line, Class 142 and Class 153 DMUs are banned from the section of line between Hazel Grove and Buxton. Therefore, services to Buxton are worked by Class 150 and Class 156 DMUs. Also Class 158 DMUs were once blocked from operating on the line to Buxton due to the possibility of the large roof-mounted air vents striking low bridges on the route.Piccadilly to Hazel Grove services used Class 323 electric multiple units up until 2008.

I went up in a Class 150 train and came down in a Class 156 train.

The Class 150 train definitely found the climb a struggle and it wasn’t even that full.

So why if Northern have stopped using Class 142 and Class 153 trains on steep hills, does it look like GWR are still doing it on the Tarka Line?

Probably, because it is all they’ve got!

If the electrification of the Great Western Railway had been going to the original schedule, the trains would have been replaced with some of the twenty two-car and sixteen three-car Class 165 trains or twenty-one three-car Class 166 trains, currently used between London and Reading.

Surely, these would be able to work as three or four car units on the lines out of Exeter!

As the trains are more powerful, perhaps they could work a faster and more passenger and operator friendly timetable.

April 5, 2017 Posted by | Transport/Travel | , , , , | Leave a comment

The Tarka Line

The Tarka Line is a branch line in Devon that runs up from Exeter St. Davids station to Barnstable station.

I went to Barnstaple in the rush hour in a packed three car train, consisting of a Class 150 and a Class 153 train working together, asw a three-car unit.

The lady next to me, said she lived in Bideford, so she had a drive from Barnstaple.

Coming back down, the train was almost empty, so I took a pit stop at Yeoford station in a local pub called the Mare and Foal, before catching the next train back to Exeter. That train was a refurbished Class 150 train, that I wrote about in What Train Is This?

These pictures show Yeoford station to give a flavour of the line.

The Link To The Dartmoor Railway

This Google Map shows the section of the Tarka Line North from Yeoford station, which is in the South East corner.

At the village of Penstone, the Dartmoor Railway breaks off to the West to go to Okehampton station.

Under Future in the Wikipedia entry for Yeoford station, this is said.

The Dartmoor Railway plan to reopen the disused platform at the station in order to create an interchange with the Tarka Line (and thus the national network). Through running from Yeoford to Okehampton was intended to commence in 2009 but this was delayed pending the finalising of transfer arrangements with Network Rail. Accordingly, the “Sunday Rover” service run by Great Western Railway again operated on Sundays throughout the summer of 2009, although not calling here. Though the GWR summer trains have continued to operate since (running again each summer from 2013-16), agreement over the use of Yeoford as an interchange has still not been reached and it is unclear as to when (or if) this will be possible.

If this does happen, it could be the first step in opening up a second East-West route across Devon.

This page on the Dartmoor Railway web site is entitled GWR Sunday service to Okehampton and gives details of the GWR Summer Sunday service.

Reopening the old LSWR route across Devon will be driven by the following.

  • New housing developments in the area.
  • Tourism
  • Creating employment.
  • Bringing quarried materials to construction distribution depots and sites by rail.
  • Creating a second route to Cornwall in case of disruption at Dawlish.

Murphy’s Law will of course apply and once the route is open, there will be no more disruption at Dawlish.

If the route is built, it will allow local trains to do a circular route from Exeter calling at the following stations in large towns.

  • Crediton
  • Okehampton
  • Tavistock
  • Plymouth
  • Newton Abbott

The route would give connections to branches to Axminster, Barnstaple, Exmouth, Gunnislake, Paignton and Tiverton.

Onward To Bideford

The Wikipedia entry for Bideford station says this.

Recently, the station was included on the ATOC Connecting Communities report, that recommends closed lines and stations that should have a railway station. The report suggests the reopening of the Barnstaple – Bideford railway line.

This Google Map shows the centre of the town of Bideford.

The old station was located at the site of the Bideford Railway Heritage Centre at the Eastern end of the Old Bideford Bridge.

So could the railway line between Barnstaple and Bideford be reopened?

This Google Map shows the other end of the line at Barnstaple.

The old railway line is now used as the South West Coastal Path.

I think with traditional technology, it will be unlikely that the railway is rebuilt, as walkers and others will rightly object to noisy diesel trains or electrification of any kind, disturbing the countryside.

But as I wrote in No-Frills Mini Trains Offer Route To Reopening Lines That Beeching Shut, engineers won’t give up in providing solutions for difficult to serve places.

I believe that within ten years, a silent battery-powered train, will be ghosting its way along a single track railway between Barstaple and Bideford, that is shared with walkers and cyclists.

Remember engineering is the science of the possible, whereas politics is all impossible dreams.

 

 

April 5, 2017 Posted by | Transport/Travel | , , , , , , , | 2 Comments