Category Archives: Transports of Delight

Exploring Melbourne – the Karachi to Melbourne tram

 

Melbourne Tram Museum, Hawthorn, Victoria:  tram no 81, aka Karachi W11

Melbourne Tram Museum, Hawthorn, Victoria: tram no 81, aka Karachi W11

Melbourne Tram Museum, Hawthorn, Victoria:  tram no 81, aka Karachi W11

Melbourne Tram Museum, Hawthorn, Victoria: tram no 81, aka Karachi W11

Melbourne Tram Museum, Hawthorn, Victoria:  tram no 81, aka Karachi W11

Melbourne Tram Museum, Hawthorn, Victoria: tram no 81, aka Karachi W11

As you would expect of a tram city, there is a Melbourne Tram Museum, in the former Hawthorn tram depot, not far from Boroondara Cemetery.

The Museum has an encyclopaedic collection of vehicles dating right back to the cable-tramway (which began in 1885 and finally expired as late as 1940), parked in densely packed lines which make them difficult to see and sometimes impossible to photograph.

Its saving grace is that visitors have the run of all the vehicles.  This was apparent as I walked through the doors by the cacophony of tram bells.  Melbourne Tram Museum is the antithesis of places like Crich or Prague where the interiors of vehicles are mostly treated as shrines unless you’re actually riding on them.

I particularly enjoyed the “Karachi W11” tram – a superannuated 1970s vehicle that was decorated to within an inch of its life by a team of Pakistani artists for the Commonwealth Games of 2006.  It’s great fun, done up like a Karachi minibus with flashing lights, tassels and all manner of glitter and carrying the number of a Karachi bus-route.

Originally fleet-number 81, dating from 1977, it was the first of the Z1 class, one of the generation of Melbourne trams that began to replace the long-lived W class which are still the emblem of the city’s transport.

The Karachi tram’s side-panels carry the message “Love is Life” in English and Urdu, and inside are invocations in both languages to “Respect your elders” and “Travel in silence”.

The newly decorated tram ran on the City Circle for the duration of the Games, March 14th-26th 2006, and again on Friday evenings during the summer of 2006-7 as part of the City of Melbourne Living Arts Program.

Otherwise it remained in store until it was transferred to the Museum in June 2015.

By far the most amusing tram in the city, it deserves an occasional outing as an alternative to the celebrated Colonial Tramcar Restaurant.

Because the Museum is staffed by volunteers it’s only accessible on open days, and it’s well worth a visit:  http://www.hawthorntramdepot.org.au.

Exploring Victoria – Puffing Billy Railway

Puffing Billy Railway, Victoria, Australia:  Monbulk Creek viaduct

Puffing Billy Railway, Victoria, Australia: Monbulk Creek viaduct

The rail-traveller’s approach to the Puffing Billy Railway is by suburban electric train from the City Loop eastwards to Belgrave.

Though the route is a conventional trip through the Melbourne suburbs, it’s noticeable that further out the track has been expensively lowered into a steep-sided cutting to eliminate dangerous at-grade road crossings.

Towards the end of the journey, the line changes character.  After Upper Ferntree Gulley the broad-gauge electric multiple unit squeezes itself on to a rural single line with passing loops until it reaches its terminus at Belgrave.

The reason for this is that when the 1889 line as far as Upper Ferntree Gulley was extended ten years later it was built as one of four experimental 2ft-6in gauge branch lines, an extreme expression of Victorian Railways’ commitment to provide rail service even to remote communities in the days before motorised road transport.

Even though none of these narrow-gauge lines ever made a profit, the line from Upper Ferntree Gulley to the far terminus at Gembrook operated until a landslip in 1953 gave VR an excuse to close it.

The manifest popularity of the numerous “farewell” specials run as far as Belgrave motivated enthusiasts to raise the possibility of running it as a volunteer-operated heritage railway, the Puffing Billy Railway, named after the local nickname for the narrow-gauge trains.

Though VR management was initially sceptical, the scheme went ahead, with the narrow-gauge trackbed from Upper Ferntree Gulley to Belgrave converted to broad gauge and electrified.

Belgrave reopened as a suburban station in 1962, the same year that the Puffing Billy Railway opened its service as far as Menzies Creek, extending it to Emerald (1965), Lakeside (1975) and to the original terminus at Gembrook in 1998, a total journey of fifteen miles.

The result is an absolute delight for tourists as well as enthusiasts.  The clearances are such that passengers are encouraged to dangle their legs out of the train windows.  The route passes through beautiful countryside and crosses two spectacular timber viaducts at Monbulk Creek and Cockatoo Creek.

The railway’s preservation credentials are impressive.  It possesses every surviving VR narrow-gauge locomotive, all but one of which are operable, as well as one magnificent G-class Garratt locomotive which is capable of hauling eighteen-coach trains.

It runs trains every day of the year except Christmas Day, with a core group of paid staff alongside a welcoming, cheerful team of volunteers.

The Puffing Billy Railway has now run for longer as a heritage line than it did as part of a main-line network.  It dates back to the time when enthusiasts first began to believe they could run a railway, and rail professionals learned to trust them.

As such it stands alongside Britain’s narrow-gauge Talyllyn Railway (reopened 1951) [http://www.talyllyn.co.uk] and standard-gauge Bluebell Railway (reopened 1960) [http://www.bluebell-railway.com] demonstrating that committed, hard-headed amateurs can make heritage rail a practical success.

Perhaps the ultimate accolade is a proposal for Victorian Railways to restore an original broad-gauge Tait electric multiple-unit set to operate a complementary service between Flinders Street and Belgrave in conjunction with the Puffing Billy trains:  https://en.wikipedia.org/wiki/Tait_(train)#/media/File:TaitNewportWorkshops.jpg.

Ding-dings

Hong Kong Tramway:  tourist tram 68 & 139

Hong Kong Tramway: tourist tram 68 & 139

Like San Francisco and Melbourne, Hong Kong has its own inimitable street-transport experience, the British-style four-wheel double-deck trams that the locals call “ding-dings”.  (There was a public outcry in 2000 when the bells were briefly replaced by a beeper.)

The tramway dates back to 1904, when a fleet of British-built single-deck electric trams began running between Kennedy Town and Causeway Bay.

Double-deckers, originally with open tops, arrived in 1912.

The route was later extended eastwards to Shau Kei Wan, eight miles from Kennedy Town, and in a loop round the Happy Valley racecourse.

Though the trams duck inland in places, the main line largely follows the shore line of the early 1900s.

The system was restored after the Second World War and while street tramways in Britain went into steep decline Hong Kong’s double-deckers proved invaluable as the colony’s population expanded in the 1950s.

The main line was double-tracked in 1949, and the tramway began to build its own cars in the traditional pattern, double-ended, fully enclosed, with four-wheel trucks and British electrical equipment, taking power by trolley poles.

Single-deck trailers were introduced in 1964, and when they disappeared in the early 1980s Hong Kong became the only tram-system in the world exclusively using double-deckers.

There are two teak-framed private-hire trams of antique appearance, convincing to the average tourist [https://bluebalu.com/2016/03/01/tramoramic-tour] though in fact they’re of no great age: no 28, Albert, dates from 1985 and 128, Victoria, was built in 1987.  They were joined by a open-balcony tour tram, 68, in 2016.

Two other trams remain unmodernised:  50 is a static exhibit in the Hong Kong Museum of History, and 120 continues to operate with its teak and rattan seating.

Travelling on a Hong Kong tram feels like a time-warp:  much more than any of the heritage tramways in Britain, this is real transportation serving ordinary workaday passengers going about their daily routine.  For tourists, moreover, the trams provide a grandstand view of shops and shoppers for miles.

Since 1976 passengers have boarded at the rear of the car through a turnstile and alighted at the front, paying their fares beside the driver.  All termini are balloon-loops, and trams are driven from one cab rather than two.

The appearance of the trams seems constant, though nowadays enlivened by all-over advertising, yet they have in fact been subtly modernised:  the heavy British controllers have been replaced by electronic controls and the seating is more comfortable.

A single flat-rate adult fare works out at around 23p in sterling:  https://www.hktramways.com/en/schedules-fares.

It’s even cheaper than the Star Ferry.

Star Ferry

'Northern Star', Hong Kong Star Ferry

‘Northern Star’, Hong Kong Star Ferry

Though it only takes a matter of seven or eight minutes, Hong Kong’s Star Ferry is one of the most memorable ferry-trips anywhere in the world.

The channel between mainland Kowloon and Hong Kong Island is perhaps a kilometre – rather less, for instance, than the distance between Liverpool’s Pier Head and the Wirral.

The Star Ferry was started by an Indian entrepreneur, Dorabjee Naorojee Mithaiwala, who arrived in Hong Kong as a stowaway in 1852, traded opium and became a hotelier.

His habit of naming vessels after stars is attributed to his regard for Tennyson’s poem ‘Crossing the Bar’ (1889) –

Sunset and evening star,
And one clear call for me!
And may there be no moaning of the bar,
When I put out to sea…

He named his company Star Ferry in 1898, just before he sold it to the merchant combine Jardine Matheson & Co and retired to India.

The vessels are double-ended, with two sets of bows to facilitate fast turnarounds.  The oldest still in service, Radiant Star and Celestial Star, date from 1956:  all but the two newest were built by the local Hong Kong & Whampoa Dock Co.

Until 1972, when the first cross-harbour road-tunnel opened, the ferry was the only practical means of travelling between Kowloon and Hong Kong Central.

Now there are three road and three MTR subway tunnels, and using the ferry is a deliberate choice rather than a necessity.

Though they carry far fewer passengers than in their heyday, the ferries remain popular with tourists.

A single adult trip costs roughly 25p, which is the second cheapest travel experience in Hong Kong:  http://www.starferry.com.hk/en/service.

Day or night, it’s a superb way to see the spectacular skyline with its array of skyscrapers backed by The Peak.

Steaming to Dartmouth

Kingswear Station, Dartmouth Steam Railway:  British Railways locomotive 7827, Lydham Manor

Kingswear Station, Dartmouth Steam Railway: British Railways locomotive 7827, Lydham Manor

The Dartmouth Steam Railway is part of an exceptional heritage-railway enterprise which operates as a full commercial operation, with a small amount of volunteer help at one of the five stations.

The original railway, the Dartmouth and Torbay Railway, opened between Paignton and Churston in 1861 and to Kingswear in 1864.  The Kingswear terminus connected by ferry with Dartmouth, where there remains a railway station that has never seen a train, like the former station at Hull (Corporation Pier).  An independent branch line three miles long, the Torbay & Brixham Railway, opened from Churston into Brixham in 1868.  The two railways were absorbed into the Great Western Railway in 1876 and 1883 respectively.

Both branches carried heavy passenger traffic until the 1960s, when the Brixham branch closed in 1963 and most through trains to Kingswear were cut back in 1966.

Complete closure was avoided when the Dart Valley Railway Co Ltd, which had been set up to run what is now the South Devon Railway between Totnes and Buckfastleigh, agreed to purchase the Paignton-Kingswear line directly from British Rail.  The last BR train ran on December 30th 1971 and the first service by the Paignton & Dartmouth Steam Railway, as it was then called, began on January 1st 1972.

The £250,000 cost of the purchase was balanced by the sale of surplus land, including a hotel in Kingswear, and astute management has kept pace with demand from holidaymakers as well as rail enthusiasts ever since.

While the Dartmouth Steam Railway has developed as a commercial enterprise, the former Dart Valley Railway, now the South Devon Railway, has remained a volunteer operation, successful enough to purchase the freehold of its trackbed and premises from the Dartmouth Steam Railway PLC in 2010.

There’s more to the Paignton-Kingswear railway than trains.  As the Dartmouth Steam Railway & Riverboat Company it runs a fleet of river boats between Kingswear and Dartmouth, and between Dartmouth and Totnes, and its vintage bus service no 100 connects Totnes Quay with the rebuilt GWR-style railway station at Paignton (Queens Park) so that, tide permitting, it’s possible to make a full circuit within the day.

The railway also opened Greenway Halt in 2012, providing direct access to the Agatha Christie estate, Greenway, a National Trust property.

The combination of glorious seaside, heritage transport and the beauty of the River Dart and its estuary make the Kingswear peninsula a magnet for visitors.

All this is accessible by means of the Round Robin ticket [http://www.dartmouthrailriver.co.uk/tours/round-robin], as well as a variety of other options to suit individual visitors’ inclinations.

The Railways of Devon (June 12th-16th 2017) tour includes a visit to the Dartmouth Steam Railway as part of a rail, bus and riverboat Round Robin tour of the Dart estuary.  For further details, please click here.

The branch line that Beeching opened

Buckfastleigh Station, South Devon Railway

Buckfastleigh Station, South Devon Railway

Dr Richard Beeching could open the heritage railway then called the Dart Valley Railway with a clear conscience, because it was not one of the railways that his now notorious Report had closed.

The branch line from Totnes to Ashburton, opened in 1872, had never made a worthwhile profit.  The company that built it, the Buckfastleigh, Totnes & South Devon Railway, eventually sold out to the operator, by then the Great Western Railway, at a huge loss in 1897, and by the 1930s the three stations were between them selling less than twenty tickets a day.

The last passenger train ran on November 3rd 1958 and freight continued until September 1962.  Although Dr Beeching had been appointed Chairman of the British Railways Board in 1961, the first of his two reports, The Reshaping of British Railways, came out in 1963.  Dr Beeching returned to his substantive post at ICI in 1965.

The branch line reopened as the Dart Valley Railway in April 1969.  Because service trains had always used the main-line platform at Totnes station, rather than a bay platform, access to heritage trains at Totnes remained a problem for years, until the specially constructed riverside station short of the main-line junction, Totnes (Littlehempston), was linked by a pedestrian footbridge in 1993.

Since 1991 this charming little line has been operated by the South Devon Railway Trust.  It carries far more passengers – around 100,000 a year – than it ever did as a commercial railway.

In the early days, until 1971, the Dart Valley Railway trains operated all the way to Ashburton, but an upgrade of the A38 trunk road blocked the trackbed and the terminus ever since has been Buckfastleigh.

That might seem to be the end of the matter, but Ashburton station remains intact, and the Friends of Ashburton Station [https://friendsofashburtonstation.co.uk] have put forward a business case for retaining the station’s environs and restoring the rail connection with Buckfastleigh.  Their report itemises nine such unlikely reinstatements, ranging from the Ffestiniog and Welsh Highland Railways to the linking of the two Great Central Railway lines at Loughborough:  http://www.dartmoor.gov.uk/__data/assets/pdf_file/0011/549983/FoAS-Proposal.compressed.compressed.pdf.

The South Devon Railway Trust has committed to supporting this venture, though the process of enlisting local community support is delicate:  https://www.facebook.com/groups/ashburtonstation (see January 16th 2017 post).

The chairman of the Trust, Allan Taylor, provided a statement of his board’s position under the heading ‘Background information’ at http://everythinggwr.com/save-ashburton-station.

In the meantime, on high days and holidays, there is a rail replacement bus service between Buckfastleigh and Ashburton:  http://www.rm1872.org.uk.

The Railways of Devon (June 12th-16th 2017) tour includes a visit to the South Devon Railway.  For further details, please click here.

’Ackydoc

Worksop Road Aqueduct, Sheffield & Tinsley Canal (1977)

Worksop Road Aqueduct, Sheffield & Tinsley Canal (1977)

I’ll journey some distance to hear Mike Spick, the distinguished Sheffield local historian, and indeed I travelled as far as Chesterfield when he gave his Sheffield Canal presentation to the North-East Derbyshire Industrial Archaeological Society.

At the risk of showing disrespect I took issue when Mike referred to the Worksop Road Aqueduct as “T’ackydoc”.  The “t’” may be useful in print, but in Attercliffe dialect it was a pure glottal stop, as in “Weer’s thi dad?”  “Is on ’closet.”

Otherwise I listened to Mike’s presentation with admiration for the accuracy of his account, the richness of his illustrations and his adept use of PowerPoint to animate and explain.

The Sheffield & Tinsley Canal, not quite four miles long, climbs from the River Don at Tinsley, very near to the latter-day M1 viaduct and the much-lamented cooling towers that were demolished in 2008, by a flight of eleven (originally twelve) locks to its terminus on the edge of Sheffield city centre.

For over a century before it was built the nearest navigable waterway was the River Don Navigation at Tinsley;  the next nearest was the River Idle at Bawtry, over twenty miles away.

The canal was financially supported and its route along the south side of the Don Valley was directly influenced by the estate of the Duke of Norfolk, the ground-landlord for much of Sheffield.

To please the Duke a branch canal was built to his Tinsley Park collieries.  The course of the Greenland Arm is now Greenland Road, part of the Sheffield ring-road.

Authorised in 1815, four years after Attercliffe Common was enclosed, the Sheffield Canal opened with much celebration in 1819.

It was the first effective means of breaking Sheffield’s physical isolation, surrounded by seven hills.

Its heyday lasted barely twenty years, until the Sheffield & Rotherham Railway opened in 1839, following (as it still does) the north side of the valley.

For thirty years Sheffield passengers and goods headed east to Retford or north to Rotherham in order to travel south to London.  Only in 1870 did the Midland Railway complete its direct line from Chesterfield, the present-day route via Dronfield that to this day is known to railwaymen as the “New Road”.

The canal continued to serve the city under railway ownership well into the twentieth century.  Indeed, a new warehouse was built, for lack of anywhere else to put it, over the quay in 1896 and is known for obvious reasons as the Straddle Warehouse.

The last commercial cargo went down the canal in 1980.  It never became unnavigable but it was practically derelict by the time the opening scene of The Full Monty was filmed near Bacon Lane in 1997.

Now, as part of the regeneration of the Lower Don Valley, the canal has become almost unrecognisably emparked.  The terminal basin is a marina called Victoria Quays, presumably commemorating the defunct Victoria railway station.  The Quays, like the former station, is out on a limb, not easily accessible from the city centre.

There are hotel boats offering an alternative pied-â-terre to the corporate hotels, and a trip-boat offering “cruising for all occasions”, along the surprisingly silvan Attercliffe Cutting, over ’Ackydoc and down the locks to Tinsley.

In fact, it’s an ideal venue for a birthday party.

The Sheffield’s Heritage (October 2nd-6th 2017) tour includes a visit to the former industrial East End of Sheffield.  For details, please click here.

Meldon Viaduct

Meldon Viaduct, Devon

Meldon Viaduct, Devon

If ever there’s a need to restore the old L&SWR main line between Exeter and Plymouth, perhaps because the present route past Dawlish becomes unsustainable, there will be a problem at the Meldon Viaduct, three miles west of Okehampton.

It’s a spectacular piece of engineering, 120 feet high, crossing the West Okement River on a curve.  The initial single-line crossing, which opened in 1874, was duplicated by an identical structure, spliced to the original, in 1878.

Designed by the company engineer W R Galbraith, it has five wrought-iron piers which support cast-iron Warren truss spans, and as such is a unique survivor and a Scheduled Ancient Monument

Even more spectacular examples of this type of construction have vanished – the Crumlin Viaduct (200ft high, built 1857, demolished 1965) in south Wales and the Belah Viaduct in Cumbria (196ft high, built 1861, demolished 1963).

The nearest equivalent is the much longer but lower Grade II*-listed Bennerley Viaduct on the Nottinghamshire-Derbyshire border, which has lattice-work spans rather than Warren trusses.

The trackbed across Meldon Viaduct, having been used as a roadway for lorries serving the construction of the Meldon Dam in 1970-2, is now part of the Granite Way, which links Okehampton with Lydford.

This presents a difficulty if there’s ever a need to restore the railway because apart from being a Scheduled Ancient Monument the viaduct is no longer strong enough to support the weight of trains.

The easiest way to visit Meldon Viaduct and to clamber down steps to see it from below is by riding the volunteer-operated Dartmoor Railway from Okehampton station to Meldon Quarry station.

A single dining car from an electric multiple unit serves as a café with a spectacular view of the viaduct as the walkers and cyclists cross to and fro.

Meldon Viaduct is a destination on the Railways of Devon (June 12th-16th 2017) tour.  For further details, please click here.

Maids of all work

British Railways D4167, otherwise 08 937, built 1962, in service on the Dartmoor Railway (2016).

British Railways D4167, otherwise 08 937, built 1962, in service on the Dartmoor Railway (2016).

The most ubiquitous locomotive still in use on Britain’s railways is a design that dates back to the late 1930s.  It still does its job, moving rolling stock around rail yards and sidings, which is why it remains a favourite with both commercial and heritage railways.

British Railways Class 08 diesel shunters are based on the specification of the great steam-locomotive engineer William A Stanier (1876-1965) and were built for the London Midland & Scottish Railway from 1935 onwards.

They were intended to make use of the advantages of diesel traction – quick starting, cleanliness, flexibility and economy.

They capitalised on the twin technical breakthroughs of newly developed smaller, more powerful diesel engines connected to electric transmission that was more robust than the mechanical clutch-operated gearbox that serves smaller road vehicles.

Yet to deliver adhesion while minimising wear on the track, the engines were mounted on a steam-locomotive frame and drove the wheels through a jackshaft, connecting rods and coupling rods.

In the post-war period, when British Railways owned thousands of steam shunting locomotives, the diesel-electric shunter proved equal to the required physical tasks without the need to keep the boiler fired up in slack periods, and they didn’t send the crew home filthy at the end of a shift.

None of the pre-war English-Electric built LMS shunters survived past the 1960s, but several of the post-war version, built from 1945 onwards, became British Railways Class 11 and are still maintained by heritage railways.   Other versions of this design, developed for the War Department during the Second World War, were exported to the Netherlands, Australia and Liberia.

They were followed by Class 08, of which nearly a thousand were built between 1952 and 1962.

Their reliability and efficiency stood out from the heterogeneous ragbag of inadequate shunters ordered, many of them off-plan, in response to the 1955 British Railways Modernisation Plan.

There were variants – a low-height version (Class 08/9) for the Burry Port & Gwendraeth Valley Railway in South Wales, and a faster but less powerful variant with a maximum speed of 27½mph instead of 15mph (Class 09), another batch with different engines (Class 10) and a Southern Railway derivative (Class 12).  A small number were paired as master-and-slave units with one of the cabs removed (Class 13) to work over the humps at Tinsley Marshalling Yard between Sheffield and Rotherham.

All these together amounted to nearly twelve hundred locomotives, and though many were scrapped or cannibalised for spares in the 1970s and 1980s, their adaptability meant that industrial users such as the National Coal Board snapped them up, and heritage lines found them extremely useful as well as historically interesting.

Many main-line freight and passenger operators still run Class 08 locomotives to marshal rolling stock, and over seventy are preserved.

Like the long-lived High Speed Train, the longevity of Class 08 proves that British railways had the expertise to design world-beating locomotives after the age of steam.

Railways round Dartmoor

Okehampton railway station, Devon

Okehampton railway station, Devon

The premier rail route to the South West has always been the Great Western main line, the first to open and the best-known.

It was engineered by Isambard Kingdom Brunel, who visualised his line from London to Bristol should be extended to New York by means of steamships, the first of which was Great Western (1838), followed by the celebrated Great Britain (1845).

Beyond Bristol, a series of railway companies, either sponsored or taken over by the Great Western Railway, extended the line through Devon and Cornwall via Exeter (1844) and Plymouth (1849) to Penzance (1852).

Brunel chose to direct this route across difficult, spectacular country along the south coast:  that was the reason for his failed atmospheric experiment, his magnificent Royal Albert Bridge (1859) and his long-vanished timber viaducts.

The early rail route from London to Southampton grew into the London & South Western Railway, which reached Exeter in 1860 via a southerly route through Andover, Salisbury and Yeovil.

The only way the L&SWR could penetrate into Devon and Cornwall was by taking the opposite route to the GWR, round the northern fringes of Dartmoor via Okehampton and Tavistock, reaching Plymouth in 1876.

This line was severed in 1968, and regular services now run only from Plymouth to Bere Alston (for Gunnislake) and along the so-called Tarka Line from Exeter to Barnstaple.

Track remains along the former L&SWR main line to a quarry three miles beyond Okehampton for quarry traffic, and occasional Sunday services operate between Exeter and Okehampton.

Okehampton Station is maintained by the Dartmoor Railway, a volunteer-led group which runs trains up the line as far as Meldon Viaduct, and sometimes eastwards to Sampford Courtenay.

The track between Okehampton and Coleford Junction, where it joins the Tarka Line, is now operated by British American Railway Services, a subsidiary of the American railroad operator Iowa Pacific Holdings.

There is an as-yet-unfulfilled plan for the Dartmoor Railway services to extend to Yeoford, the station south of Coleford Junction, to provide passenger interchange with Exeter-Barnstable.

Increasing concern about the sustainability of the Great Western main line through Dawlish, particularly after a washout in 2014 which halted services completely for three months, has led to suggestions that the L&SWR line through Okehampton should be reinstated to Plymouth as an alternative route.

The plan to reinstate the line from Bere Alston to a new station at Tavistock West is at least a step in implementing this proposal.

So yet again one of Dr Beeching’s cuts may at great cost be rolled back.

Network Rail’s consideration of the options to safeguard the rail route into Devon and Cornwall can be found at https://www.networkrail.co.uk/wp-content/uploads/2016/11/West-of-Exeter-Route-Resilience-Study.pdf

Okehampton Station is a destination on the Railways of Devon (June 12th-16th 2017) tour.  For further details, please click here.