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{{Short description|Railway line in Devon, England}}
{{Use dmy dates|date=December 2016}}
{{Use British English|date=December 2016}}
{{Infobox rail line
| name = Exeter–Plymouth line
| image = 2009 at Exeter St Davids = Shell Cove - platformGWR 802101 6down signstrain.jpgJPG
| image_width = 300px
|operator caption = A [[Great Western Railway (train operating company)|GreatGWR]] Western{{Brc|802}} Railwaynear [[Dawlish]]▼
|image_alt =
| type = [[Suburban rail]], [[Heavy rail]]
|caption =
|type system = [[Suburban rail]], = [[HeavyNational railRail]]
| status = Operational▼
|system = [[National Rail]]
| locale = [[South West England]]▼
▲|status = Operational
| start = {{Stnlnk|Exeter St Davids}}
▲|locale = [[South West England]]
|start end = {{Stnlnk|Exeter St DavidsPlymouth}}
|end stations = {{Stnlnk|Plymouth}}
| routes =
|stations =
|routes daily_ridership =
| open = 1846-1849
|daily_ridership =
|open owner = 1906[[Network Rail]]
| operator = [[Great Western Railway (train operating company)|Great Western Railway]], [[CrossCountry]]
|owner = [[Network Rail]]
| character = ▼
▲|operator = [[Great Western Railway (train operating company)|Great Western Railway]]
| stock =
▲|character =
|stock linelength =
| tracklength = ▼
|linelength =
| tracks = 2▼
▲|tracklength =
| gauge = {{track gauge|uksg|allk=on}}
▲|tracks = 2
|gauge old_gauge = {{track gauge|uksg84.25in|allklk=on}}
| speed = 100 mph (160 km/h) maximum
|old_gauge = {{track gauge|84.25in|lk=0n}}
| map = [[File:Exeter–Plymouth line.png|300px]]<br>([[:commons:File:Exeter–Plymouth line.png|Click to expand]])
|speed =
| map_state = uncollapsed
}}
{{Exeter to Plymouth Line diagram|collapse=yes}}
The '''Exeter–Plymouth line''', also called the '''South Devon Main Line''', is a central part of the trunk railway line between {{rwsstn|London Paddington}} and {{rws|Penzance}} in the southern [[United Kingdom]]. It is a major branch of the [[Great Western Main Line]] and runs from [[{{rws|Exeter St Davids railway station|Exeter]]}} to [[Plymouth railway station{{rws|Plymouth]]}}, from where it continues as the [[Cornish Main Line]]. It was one of the principal routes of the [[Great Western Railway]]<ref>{{cite book |editor-last=Connolly |editor-first=W. Philip |year=1976 |title=Pre-grouping Atlas and Gazetteer |location= Shepperton |publisher=[[Ian Allan Publishing]] |isbn= 0-7110-0320-3 |at=maps one, two}}</ref> which in 1948 became part of the [[Western Region of British Railways]] andin are1948 nowand partis ofpresently theoperated by [[Network Rail]] system.
 
The line between Exeter and Plymouth was built and operated originally by the [[South Devon Railway Company]]. It was constructed during the mid-to-late 1840s; its engineering was highly influenced by [[Isambard Kingdom Brunel]], especially in the choice to incorporate a novel [[atmospheric railway]] propulsion system. The railway was built in stages, with the first section opening on 30 May 1846. On 25 February 1847, the atmospheric apparatus was used for the first time; all services on the line were operated on the atmospheric system for the first time on 23 February 1848. Months later, it was recognised that the apparatus was struggling and thus the company decided to abandon all use of atmospheric propulsion. Conventional [[steam locomotive]]s were adopted instead while the atmospheric equipment was deactivated and gradually discarded.
 
The line was completed in its entity as a traditional railway during 1849. By 1 February 1876, the nominally independent companies in the region had all been [[consolidation (business)|amalgamated]] into the [[Great Western Railway]] (GWR); it was converted from [[broad gauge]] to [[standard gauge]] not long after. The line passed over to the newly-formed [[British Rail]]ways as a result of the GWR's [[Transport Act 1947|nationalisation on 1 January 1948]]. The line was upgraded to permit higher top speeds during the 1980s, although it was not electrified as had been proposed. In the mid 1990s, [[privatisation of British Rail|British Rail was privatised]], thus the line was transferred to the private railway infrastructure company [[Railtrack]] and, after its collapse, its successor company [[Network Rail]].
 
==History==
===Creation===
The line only became a through route on 2 July 1906 when the [[Langport and Castle Cary Railway]] was completed. Before this, from 5 May 1848, through trains from London to Plymouth had run via {{rws|Bristol Temple Meads}}: this is often called the "Great Way Round" and a few trains still take this route.<ref name=Leigh>{{cite book |last=Leigh |first=Chris |title= Railway World Special: Cornish Riviera |publisher=[[Ian Allan Publishing]] |year=1988 |location= Shepperton |isbn= 0-7110-1797-2}}</ref>{{page needed|date=September 2017}}
The origin of the Exeter–Plymouth line is heavily associated with [[Isambard Kingdom Brunel]], who became involved at an early stage as an adviser to the [[South Devon Railway Company]] formed to construct the railway. Brunel wielded considerable influence over both the planning and engineering aspects of the line, a factor that would lead to a controversial decision. Having been impressed by trial runs of [[atmospheric railway]] propulsion apparatus on the [[Dalkey Atmospheric Railway]], Brunel advocated for the Exeter–Plymouth line to be built with atmospheric propulsion. Other key figures within the company, such as the chairman [[Thomas Gill (1788–1861)|Thomas Gill]], were won over on the matter and the installation of atmospheric apparatus was approved.<ref name = gregory9>Gregory 1982, pp. 9-10.</ref>
 
The line was constructed and opened in sections. The first such section, between Exeter and {{rws|Teignmouth}}, was opened to passenger traffic on 30 May 1846.<ref name = macd2-208>MacDermot 1931, p. 208.</ref> The extension of the railway to Newton was protracted; accordingly, the first regular service was run on 30 December 1846.<ref name = macd2-210>MacDermot 1931, p. 210.</ref> On 20 July 1847, the line was opened to passenger traffic from Newton to Totnes; the first goods trains followed on 6 December 1847.<ref name = macd2-213/>
The various sections of line were opened:
*Exeter to {{rws|Teignmouth}} &ndash; 30 May 1846<ref name=MacD1>{{cite book |last=MacDermot |first=E.T. |title=History of the Great Western Railway |volume=Volume I 1833-1863 |publisher=[[Great Western Railway]] |year=1927 |location=London |page=not cited}}</ref><ref name=MacD2>{{cite book |last=MacDermot |first=E.T. |title=History of the Great Western Railway |volume=Volume II 1863-1921 |publisher=[[Great Western Railway]] |year=1931 |location=London |page=not cited}}</ref>
*Teignmouth to [[Newton Abbot railway station|Newton]] &ndash; 30 December 1846<ref name=MacD1/>
* Newton to {{rws|Totnes}} &ndash; 20 July 1847<ref name=MacD1/>
* Totnes to {{rws|Laira}} &ndash; 5 May 1848<ref name=MacD1/>
* Laira to Plymouth &ndash; 2 April 1849<ref name=MacD1/>
 
Initially, all trains running on the line were hauled exclusively by conventional [[steam locomotive]]s; the first use of the atmospheric railway apparatus is believed to have taken place on 25 February 1847, immediately following the delivery of the first piston carriage.<ref>Gregory 1982, p. 20.</ref> On 18 August of that year, an atmospheric-powered goods train, hauling eleven [[goods wagon]]s and weighing {{convert|120|LT|t ST|0}}, travelled the {{convert|8+1/4|mi|km}} distance from Exeter to Starcross; this feat made the South Devon Railway the first, and the only, line that ran goods trains using the atmospheric system.<ref name = kay29>Kay 1991, p. 29.</ref> On 8 September 1847, the first public use of the system took place with the running of four atmospheric-powered trains that day; however, trains could not traverse the whole line without switching between conventional locomotives and atmospheric traction, a time-consuming process.<ref>Sekon 1895, pp. 210-212.</ref><ref name = kay27>Kay 1991, p. 27.</ref> On 23 February 1848, the entire train service was operated on the atmospheric system for the first time.<ref name = macd2-213>MacDermot 1931, p. 213.</ref> Atmospheric working was extended to Newton Abbot on 10 January 1848.<ref name = macd2-215>MacDermot 1931, p. 215.</ref>
The Reading to Hungerford section was promoted as the [[Berks and Hants Railway]]; from there to Patney & Chirton by the [[Berks and Hants Extension Railway]]; and from Westbury to Castle Cary by the [[Wilts, Somerset and Weymouth Railway]]. The section from Cogload Junction to Exeter was built by the [[Bristol and Exeter Railway]], which company's Yeovil branch became part of the new main line between Curry Rivel Junction and Athelney Junction, and including {{rws|Athelney}} station. The section between Exeter and Plymouth was built by the [[South Devon Railway Company]].
 
However, it had become clear that the propulsion apparatus was being taxed heavily even on relatively level sections by the majority of trains.<ref name = gregory22>Gregory 1982, p. 22.</ref> The company lost faith in the atmospheric railway concept and regarded it as a failure. Steam locomotives rapidly took over; on 10 September 1848, the final atmospheric-propelled train arrived at Exeter, after which the system was permanently deactivated.<ref name = kay>Kay 1991, {{page needed|date=April 2024}}.</ref> Brunel himself later stated: "I have no hesitation in taking on myself the full and entire responsibility for recommending the adoption of the atmospheric system in the South Devon Railway, and of recommending as a consequence that the line and works should be constructed for a single line only."<ref name = errant172>Vaughan 1993, p. 172.</ref> [[Daniel Gooch]], Brunel's locomotive engineer, later voiced that Brunel had been misled in his decision and had not considered the potential for the technology to fail.<ref name = errant169>Vaughan 1993, p. 169.</ref>
The nominally independent companies had all been [[consolidation (business)|amalgamated]] into the [[Great Western Railway]] by 1 February 1876, and the remaining {{track gauge|84.25in|lk=0n}} [[broad gauge]] lines were closed on 20 May 1892 and converted to {{track gauge|uksg}} [[standard gauge]] over the following weekend. A series of cut-off lines were constructed during the following 15 years which saw the through route established. The Great Western was [[Transport Act 1947|nationalised on 1 January 1948]] as part of the new [[British Rail]]ways.▼
 
Construction of the rest of the line proceeded. A dispute with the [[Plymouth and Dartmoor Railway]] (P&DR) broke out where the two lines crossed paths on the route to Laira Bridge; after track had been laid without agreement, the P&DR responded by depositing large blocks of [[granite]] to temporarily block the route.<ref name = kendall>H G Kendall, ''The Plymouth & Dartmoor Railway'', The Oakwood Press, Lingfield, 1968</ref><ref name = shepherd>Eric R Shepherd, ''The Plymouth & Dartmoor Railway and The Lee Moor Tramway'', ARK Publications (Railways), Newton Abbot, 1997, {{ISBN|1-873029-06-3}}</ref><ref>Sekon 1895, p. 206.</ref> After this dispute was settled, the full extension of the line to Plymouth went ahead relatively smoothly; the company ran its first passenger services to Plymouth on 2 April 1849, while goods traffic commenced on 1 May 1849.<ref name = macd2-227>MacDermot 1931, p. 227.</ref>
In 1977 the Parliamentary Select Committee on Nationalised Industries recommended considering [[Railway electrification in Great Britain|electrification of more of Britain's rail network]], and by 1979 BR presented a range of options to do so by 2000.{{sfn|Central Publicity Unit|1979|pp=0–2}} Some included electrifying the [[Bristol to Exeter line]], Exeter to Plymouth Line, [[Riviera Line]] and [[Cornish Main Line]].{{sfn|Central Publicity Unit|1979|p=8}} Under the [[Premiership of Margaret Thatcher|1979–90 Conservative governments]] that succeeded the [[Callaghan ministry|1976–79 Labour government]] the proposal was not implemented. Currently, there are no proposals to electrify the line.▼
 
===Changes and ownership===
Resignalling in the 1980s allowed faster running. This was followed by privatisation in the 1990s, being transferred first to [[Railtrack]] and then to its successor [[Network Rail]].
▲TheBy 1 February 1876, the nominally independent companies in the region had all been [[consolidation (business)|amalgamated]] into the [[Great Western Railway]]. by 1 February 1876, and theThe remaining {{track gauge|84.25in|lk=0non}} [[broad gauge]] lines were closed on 20 May 1892 and converted to {{track gauge|uksg}} [[standard gauge]] over the following weekend. A series of cut-off lines were constructed during the following 15 years which saw the through route established. The Great Western was [[Transport Act 1947|nationalised on 1 January 1948]] as part of the new [[British Rail]]ways.
 
▲InDuring 1977, the Parliamentary Select Committee on Nationalised Industries recommended considering [[Railway electrification in Great Britain|electrification of more of Britain's rail network]], and, by 1979, BR presented a range of options to do so by 2000.{{sfn|Central Publicity Unit|1979|pp=0–2}} Some included electrifying the [[Bristol–Exeter line|Bristol to Exeter line]], Exeter to Plymouth Line, [[Riviera Line]] and [[Cornish Main Line]].{{sfn|Central Publicity Unit|1979|p=8}} Under the [[Premiership of Margaret Thatcher|1979–90 Conservative governments]] that succeeded the [[Callaghan ministry|1976–79 Labour government]], the proposal was not implemented. Currently, there are no proposals to electrify the line.
[[File:Totnes viaduct 159103.jpg|thumb|right|South West Trains Class 159 unit 159103 crossing Totnes viaduct, with a service from London Waterloo to Plymouth. South West Trains also operated to Paignton and Penzance, however, since the December 2009 timetable change, they no longer operate west of Exeter.]]▼
 
During the 1980s, the line was resignalled, which permitted line speeds to be raised. In the mid 1990s, the line was transferred from British Rail to the newly-formed private railway infrastructure company [[Railtrack]], as part of [[privatisation of British Rail|privatisation]]. Railtrack promptly collapsed, after which the line was transferred to its successor [[Network Rail]]. The maximum speed on the line is presently {{Convert|100|mph|km/h}}.<ref>{{Cite web |date=4 September 2021 |title=Western Route Sectional Appendix December 2021 |url=https://sacuksprodnrdigital0001.blob.core.windows.net/sectional-appendix/Sectional%20Appendix%20full%20PDFs/Western%20Sectional%20Appendix%20December%202021.pdf |access-date=21 December 2021 |publisher=[[Network Rail]] |archive-date=21 December 2021 |archive-url=https://web.archive.org/web/20211221051415/https://sacuksprodnrdigital0001.blob.core.windows.net/sectional-appendix/Sectional%20Appendix%20full%20PDFs/Western%20Sectional%20Appendix%20December%202021.pdf |url-status=dead}}</ref>
 
▲[[File:Totnes viaduct 159103.jpg|thumb|right|A [[South West Trains]] Class {{brc|159}} unit[[diesel 159103multiple unit]] crossing Totnes viaduct, with a service from {{rws|London Waterloo}} to Plymouth. SouthThis West Trainsfranchise also operated to Paignton and Penzance,; however, sinceafter the December 2009 timetable change, theyit no longer operateoperated west of Exeter.]]
 
==Route==
===Exeter to Newton Abbot===
[[File:Coryton Cove HST.jpg|thumb|left|By the sea at Coryton Cove]]
'''''Communities served:''' [[Exeter]] &ndash;– [[Starcross]] (and [[Exmouth]] via a seasonal ferry service) &ndash;– [[Dawlish Warren]] &ndash;– [[Dawlish]] &ndash;– [[Teignmouth]] &ndash;– [[Newton Abbot]]''
 
On leaving {{rws|Exeter St Davids}} the line to {{rws|Exeter Central}} climbs away on the left passing the Panel Signal Box by the entrance to the [[Exeter TMD]] where local [[Great Western Railway (train operating company)|Great Western Railway]] [[Diesel multiple unit|DMU]]s are maintained. The old [[South Devon Railway Company|South Devon Railway]] main line,<ref name=Gregory>{{cite book |last=Gregory |first=R.H. |year=1982 |title=The South Devon Railway |location=Salisbury |publisher=Oakwood Press |isbn= 0-85361-286-2 |pages=not cited}}</ref> crosses the [[River Exe]] and a parallel flood relief channel, and then passes above the suburbs of [[Exeter]] along a stone [[viaduct]] on which is situated [[Exeter St Thomas railway station]]. On the left a short line went down to the [[Exeter Canal]] at City Basin; on the right [[Teign Valley Line|a longer branch]] ran to [[Heathfield (Devon) railway station|Heathfield]] on the [[Moretonhampstead and South Devon Railway|Newton Abbot to Moretonhampstead branch]].<ref name=MacD2>MacDermot 1931, {{page needed|date=April 2024}}.</ref>
 
The line crosses marshes as it runs alongside the canal and river, passing the site of [[Exminster railway station]], with a [[George Hennet]] station house on the right.<ref name=Kay>{{cite book |last=Kay |first=Peter |year=1991 |title=Exeter -– Newton Abbot: A Railway History |location=Sheffield |publisher=Platform 5 Publishing |isbn= 1-872524-42-7 |pages=not cited}}</ref> A square pond to the left of the line is the site of [[South Devon Railway engine houses#Turf|Turf engine house]]. This stretch of the line used to have long [[Track pan|water troughs]] between the rails from which steam locomotives could refill their water tanks without stopping.<ref name=Kay/>
 
From [[Powderham Castle]] the railway is right alongside the river; on the right of the line is the castle's [[Medieval deer park|deer park]], while on the left, across the river, trains on the [[Avocet Line]] run near {{rws|Lympstone Commando}}. The line now enters the village of [[Starcross railway station|Starcross]] beyond which is the pier for the [[Exmouth to Starcross Ferry]] and, on the right, the old [[South Devon Railway engine houses#Starcross|Starcross engine house]]. A little further along the river the railway crosses the mouth of [[Cockwood]] harbour. Near the shipwreck here on the left was the {{convert|1285|ft|0}} long Exe Bight Pier, in use from 1869 for about ten years.<ref name=Kay/> The railway line opens out into four lines at [[Dawlish Warren railway station]], where the platforms are alongside loop lines that allow fast trains to overtake stopping services.
 
The railway now comes onto the [[South Devon Railway sea wall]] which it shares with a footpath. Approaching [[Dawlish railway station]], the Coastguard's Cottage was used by the railway during its construction <ref name=Kay/> and then sold to the coastguard; their boat house is below the footbridge. The footpath along the sea wall now ends and the line enters its first tunnel, the {{convert|265|yd|0}} Kennaway Tunnel<ref name=Cooke>{{cite book |last=Cooke |first=R.A. |year=1984 |series=Track Layout Diagrams of the GWR and BR WR |title=Section 14: South Devon |publisher=R.A. Cooke |location=Harwell |page=not cited}}</ref> beneath Lea Mount, beyond which is Coryton beach and then {{convert|227|yd|0}} Coryton tunnel. The next beach is the private Shell Cove and then the railway passes through {{convert|49|yd|0}} Phillot Tunnel and {{convert|58|yd|0}} Clerk's Tunnel, emerging onto a section of sea wall at Breeches Rock before diving into {{convert|513|yd|0}} Parson's Tunnel beneath Hole Head. The last two tunnels are named after the Parson and Clerk Rocks, two [[Stack (geology)|stacks]] in the sea off Hole Head. When the tunnel was dug the workers cut into a smugglers tunnel which ran from a hidden entrance above the cliff down to a secluded cove. The sea wall is known for its maintenance problems, in particular, all services on the line were suspended after the line collapsed at Dawlish during storms on 5 February 2014,<ref>{{cite web| url=https://www.bbc.co.uk/news/uk-england-26062712| website=BBC News| title=Dawlish storm damage rail closure 'to cost millions'| date=6 February 2014}}</ref> but the line reopened on 4 April 2014 after extensive reconstruction work.<ref>{{cite news|title=Dawlish railway line: Before and after|url=https://www.bbc.com/news/uk-26878182|accessdateaccess-date=3 April 2014|newspaper=BBC News|date=3 April 2014}}</ref>
 
Beyond Parson's Tunnel is a short [[viaduct]] across Smugglers Lane and then the footpath resumes alongside the line for the final stretch of the Sea Wall past Sprey Point to the cutting at Teignmouth Eastcliff. On the right side of the railway near Sprey Point can be seen the remains of a [[lime kiln]] used during the construction of the line.<ref name=Kay/>
Line 72 ⟶ 79:
===Newton Abbot to Plymouth===
[[File:2007 at Totnes station - engine house.jpg|thumb|left|The old [[South Devon Railway engine houses|engine house]] at Totnes]]
'''''Communities served:''' [[Newton Abbot]] &ndash;– [[Totnes]] &ndash;– [[Ivybridge]] &ndash;– [[Plymouth]]''
 
Just outside Newton Abbot a line branches off on the left but continues to run alongside the main line. This is the [[Riviera Line]] to {{rws|Paignton}} and the two routes part company at Aller Junction when the main line curves to the right to start the climb up past Stoneycombe Quarry to [[Dainton, Devon|Dainton]] Tunnel. The line from Exeter to Plymouth was designed by [[Isambard Kingdom Brunel]] as an [[atmospheric railway]] which allowed steeper gradients, sharper curves, and lighter structures. Atmospheric trains never ran beyond Newton Abbot butyet the legacy of the aborted scheme means that line speeds on towards Plymouth are lower than elsewhere on the route.{{citation needed|date=April 2024}}
 
Once through Dainton Tunnel the line drops down past [[Littlehempston]] and shortly the [[South Devon Railway Trust|South Devon Railway]], a [[heritage railway]], on the right. The line immediately crosses over the [[River Dart]] and arrives at {{rws|Totnes}}, which has passing loops to allow slower trains to be overtaken. Behind the right-hand platform can be seen a dairy which is built around the old [[South Devon Railway engine houses#Totnes|atmospheric engine house]].<ref name=Gregory/> The line then passes under the concurrent [[A385 road|A385]] and [[A381 road]]s carried on a steel girder bridge.
 
The steep climb up [[South Devon Banks|Rattery Bank]] starts right from the end of the platform, a stiff challenge in former days to trains that called at Totnes. At the top is Rattery Viaduct and the {{convert|869|yd|0}}<ref name=Cooke/> Marley Tunnel. The original single-track tunnel had a second bore added alongside it in 1893 when the line was doubled. The line is now running along the southern edge of [[Dartmoor]]. [[Brent railway station]] was once the junction for the [[Kingsbridge branch line]] which joined the route in the cutting just before the station. Curving to the left the line passes over the {{convert|57|yd|0}} Brent Mill Viaduct and then the {{convert|163|yd|0}} Glazebrook Viaduct.
 
After passing through the {{convert|47|yd|0}} Wrangaton Tunnel the line passes through the remains of [[Wrangaton railway station]]; Monksmoor Siding on the right used to serve a naval stores depot. Just beyond the site of [[Bittaford Platform railway station|Bittaford Platform]] is the {{convert|132|yd|0}} Bittaford Viaduct. The industrial buildings on the right were built as [[Kaolin|china clay]] dries where clay dug on Dartmoor was treated; the [[Redlake Tramway]] was built alongside the pipeline that carried the liquid clay.
 
The line now comes to [[Ivybridge railway station]]. The platforms here are staggered with the one on the left nearer Totnes than the one on the right.<ref name=Devon>{{cite book |last=Oakley |first=Mike |year=2007 |title=Devon Railway Stations |location=Wimbourne |publisher=The Dovecote Press |isbn=978-1-904349-55-6 |page=not cited}}</ref> This is a modern station opened in 1994; the original station was closed in 1965 and was on the far side of the curving {{convert|229|yd|m|0}}<ref name=Cooke/> Ivybridge Viaduct where an old [[goods shed]] can be seen on the left. After the {{convert|309|yd|0}} Blatchford Viaduct is the old [[Cornwood railway station]] where [[George Hennet]]'s station house is on the right.
Line 91 ⟶ 98:
 
==Current services==
Most of services on the route are operated by [[Great Western Railway (train operating company)|Great Western Railway]]. These services include the high speed trains from London Paddington to {{rws|Penzance}}, Plymouth or {{rws|Paignton}}.<ref name=GBTT135>{{cite web |title=National Rail Timetable 135 |date=Winter 2007 |publisher=[[Network Rail]] |url= http://www.networkrail.co.uk/browse%20documents/eNRT/Dec07/timetables/Table135.pdf |formataccess-date=PDF}}</ref>17 SomeFebruary of these services travel through Reading and Bristol to join the line at Taunton. Other HST services operate from Paddington to Exeter, although some terminate at Westbury or Frome. The operator also provides local services along much of the line, including those between Reading and Bedwyn;<ref name=GBTT116>{{cite web |title=National Rail Timetable 1162011 |archive-date=Winter27 2007February |publisher=Network Rail2008 |archive-url = https://web.archive.org/web/20080227012644/http://www.networkrail.co.uk/browse%20documents/eNRT/Dec07/timetables/Table116Table135.pdf |formaturl-status=PDFdead }}</ref> WestburySome of these services travel through Reading and CastleBristol, Cary;<refand name=GBTT123>{{citejoin webat |title=NationalTaunton, Railbefore Timetablecontinuing 123to |date=WinterExeter 2007on |publisher=Networkthe Rail[[Bristol–Exeter line|url=Bristol http://wwwto Exeter line]].networkrail.co.uk/browse%20documents/eNRT/Dec07/timetables/Table123.pdf |format=PDF}}</ref>The andoperator Exeteralso toprovides Plymouth.<reflocal name=GBTT135/>services along the full length of the line.
 
[[File:Dawlish Warren MMB 07 South Devon Main Line 220032.jpg|thumb|right|CrossCountry Class 220 "Voyager" unit 220032 on a curve at Langstone Rock near {{Stnlink|Dawlish}}]]
[[CrossCountry]] services operate betweenalong Tauntonthe andentire Plymouthline. These services travel north from TauntonPlymouth through Exeter, before continuing through [[Taunton railway station|Taunton]] and {{rws|Bristol Temple Meads}} to either North East England and Scotland or North West England; some continue westwards beyond Plymouth.<ref>{{cite web |title= National Rail Timetable 51 |date=Winter 2007 |publisher=Network Rail |url= http://www.networkrail.co.uk/browse%20documents/eNRT/Dec07/timetables/Table51.pdf |format=PDF}}</ref>
 
==Infrastructure==
The route is double track throughout with passing loops at certain locations.<ref name=NRBP>{{cite web |title= Network Rail Business Plan 2007: Route 12 |publisher= Network Rail |url= http://www.networkrail.co.uk/browse%20documents/BusinessPlan2007/PDF/Route%2012%20Reading%20to%20Penzance.pdf |formataccess-date= 17 February 2011 |archive-url= https://web.archive.org/web/20080911063232/http://www.networkrail.co.uk/browse%20documents/BusinessPlan2007/PDF/Route%2012%20Reading%20to%20Penzance.pdf |archive-date= 11 September 2008 |url-status= dead }}</ref> The highest line-speed on the route is {{convert|100|mph|abbr=on}}.<ref name=Baseline>{{cite web |title=Baseline Declaration: Track and Route Mileage: Line-speeds: Western Route |publisher=Network Rail |url=http://www.networkrail.co.uk/browse%20documents/baseline%20capability/track%20and%20route%20mileage,%20permissible%20line%20speeds/table%20a_track_and_route%20miles_linespeed_western%20route.pdf |access-date=17 February 2011 |archive-url=https://web.archive.org/web/20131014210923/http://www.networkrail.co.uk/browse%20documents/baseline%20capability/track%20and%20route%20mileage,%20permissible%20line%20speeds/table%20a_track_and_route%20miles_linespeed_western%20route.pdf |formatarchive-date=PDF14 October 2013 |url-status=dead }}</ref> The route has a [[Loading gauge#Great Britain|loading gauge]] clearance of W7 except Reading to Westbury and Taunton to Exeter which are the larger W8, and is open to rolling stock up to [[Route availability|Route Availability]] 8. Signalling requires four minutes between trains on most of the route, but 8 minutes approaching [[Cogload Junction]] and 6six minutes west of Newton Abbot. [[Railway signals|Signalling]] is by multiple-aspect signals, controlled from panel signal boxes at Reading, Westbury, Exeter, and Plymouth, and level crossing boxes at Colthrop (near Thatcham) and Kintbury.<ref name=Baseline/> Most of the signals are three-aspect, but some sections of two- or four-aspect signalling also exist. During 2010, control of the area currently signalled by Reading panel will transfer to the new Thames Valley Signalling Control Centre at Didcot.<ref>{{cite web |title=Route Plans 2009: Route 12 - Reading to Penzance |publisher=Network Rail |url= http://www.networkrail.co.uk/browse%20documents/StrategicBusinessPlan/RoutePlans/2009/Route%2012%20-%20Reading%20to%20Penzance.pdf |format=PDF}}</ref>
 
The [[Network Rail]] Business Plan (2007) recognises that the heaviest traffic flows are on the section through Newbury where there is a large commuter traffic to London. The main pinch point is between Reading West and Southcote Junction where the route is shared with trains to and from Basingstoke and south coast ports. It is forecast that demand for journeys towards London can be met up to 2016 by increased service levels; three trains each hour will be needed to the west of England. By 2026 seating demand is forecast to be in excess of capacity from as far west as Westbury, and by as much as 14%. There are also significant current traffic levels and predicted growth on local services around Exeter.<ref name=NRBP/>
 
==Accidents==
There has been a number of serious accidents on the line over the years. Some of the notable ones are:
 
* {{rws|Dawlish}} &ndash;– collision, 22 September 1921.<ref name=Kay/>
* [[South Devon Railway sea wall|Sea Wall]] &ndash;– landslip, 16 February 1855 and various other dates<ref name=Kay/> including 5 February 2014. (See [[South Devon Railway sea wall]] for full list)
* {{rws|Totnes}} &ndash;– collision, 31 October 1853.<ref name=Gregory/>
* Totnes &ndash;– boiler explosion, 13 March 1860.<ref name=Gregory/>
* Totnes – derailment, 5 April 1865.<ref name=Gregory/>
* [[Rattery]] near Totnes &ndash;– collision, 1 August 1853.<ref name=Gregory/>
* {{rws|Ivybridge}} &ndash;– collision, 29 July 1862.<ref name=Gregory/>
* {{rws|Plympton}} &ndash;– boiler explosion, 27 June 1849.<ref name=Gregory/>
* Plympton &ndash;– collision, 13 September 1866.<ref name=Gregory/>
* {{rws|Plymouth Millbay}} &ndash;– buffer stop collision, 13 September 1866.<ref name=Gregory/>
 
==See also==
* [[Disused railway stations (BristolExeter to ExeterPlymouth Line)]]
* [[Disused railway stations (Exeter to Plymouth Line)railway of the LSWR]]
*[[Exeter to Plymouth railway of the LSWR]]
 
==References==
===Citations===
{{Reflist}}
 
===Bibliography===
==Sources and further reading==
{{commons category|South Devon Main Line}}
* {{cite book |last1=Beck |first1=Keith |last2=Copsey |first2=John |year=1990 |title=The Great Western in South Devon |location=Didcot, UK |publisher=Wild Swan Publications |isbn = 0-906867-90-8 |ref=harv}}
* {{cite book |author = Central Publicity Unit |date = Winter 1979 |title = Railway Electrification |location=publisher |publisher= [[British Railways Board]] |pages = 0–2, 8 |ref=harv}}
* {{cite book |author=Great Western Railway |year=1924 |series=Through the Window |title=Number 1 — Paddington to Penzance |location=London, UK |publisher=Great Western Railway |pages=not cited |ref=harv}}
* {{cite newsbook |last =Hesp Gregory |first =Martin R. H. |title =My magnificentThe railSouth journeyDevon Railway |newspaperpublisher =[[Western MorningOakwood News]]Press |location= |publisher= |url=Salisbury, http://www.thisisplymouth.co.uk/news/magnificent-rail-journey/article-209062-detail/article.htmlUK |date =2008-07-07 1982 |accessdateisbn = 20080-0785361-14 |ref=harv286-2}}
* {{cite book |last = Vaughan |first = Adrian |title = Isambard Kingdom Brunel, Engineering Knight Errant |publisher = John Murray (Publishers) Limited |date = 1993 |isbn = 0-7195-5282-6}}
* {{cite book |last=MacDermot |first=E.T. |title=History of the Great Western Railway |volume=I 1833–1863 |publisher=[[Great Western Railway]] |year=1927 |location=London, UK}}
* {{cite book |last=MacDermot |first=E.T. |title=History of the Great Western Railway |volume=II 1863–1921 |publisher=[[Great Western Railway]] |year=1931 |location=London, UK}}
* {{cite book |last = Kay |first = Peter |title = Exeter – Newton Abbot: A Railway History |publisher = Platform 5 Publishing |date = 1991 |location = Sheffield, UK |isbn = 1-872524-42-7}}
* {{cite book |last = Sekon |first = G A |title = A History of the Great Western Railway |publisher = Digby Long & Co. |location = London, UK |edition = Second |date = 1895}}
 
==External links==
* {{cite news |last=Hesp |first=Martin |title=My magnificent rail journey |newspaper=[[Western Morning News]] |url=http://www.thisisplymouth.co.uk/news/magnificent-rail-journey/article-209062-detail/article.html |date=7 July 2008 |access-date=14 July 2008 |archive-url=https://web.archive.org/web/20101125013350/http://www.thisisplymouth.co.uk/news/magnificent-rail-journey/article-209062-detail/article.html |archive-date=25 November 2010 |url-status=dead }}
 
{{Great Western Railway}}
{{Railway lines in South East England}}
{{Railway lines in South West England}}
{{City of Plymouth}}
 
{{DEFAULTSORT:Exeter-Plymouth line}}
Line 139 ⟶ 154:
[[Category:Railway lines opened in 1906]]
[[Category:Railway lines in South West England]]
[[Category:1906 establishments in England]]
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