Tag Archives: Exeter

Much Bindweed in the Marsh

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There might be a climate emergency needing urgent shifts to less polluting forms of transport, but getting even a small railway station built seems beyond us.

The title of this post is a play on the name of a BBC radio comedy series, Much Binding in the Marsh, which ran for 10 years after World war 2.  It depicted the chaotic life at a fictional RAF station as the staff grappled with post-war red tape. Over 70 years later, the attempts to build a small railway station at Marsh Barton, a large trading estate in south-west Exeter, are ensnarled in the 21st century version of red tape.

The need for a station at Marsh Barton was first formally identified in the Local Transport Plan 2011-26 [1], published in April 2011.  Three years later an outline business case for the development appeared [2].  The central justification was that the new station – on the main line between Exeter St Davids and Teignmouth – would improve rail links to the area as part of the Devon Metro concept, and so create easier access for people who work in Marsh Barton.  In doing so it would reduce traffic congestion in the estate.  And it would provide a rail link to the proposed large-scale housing developments in south-west Exeter.

Yet the proposed station location is far from convenient.  It was a clear failure of Brunel’s imagination not to realise that 100 years later a large trading estate would be built at Marsh Barton and that his railway would end up going past one edge of it instead of through the middle.  So it’s a 15-minute trot to the other side of the estate, and a good half hour to access the station from the new housing development to the south.  Will we get a frequent shuttle bus service connecting with trains?  Dream on.

Indeed the business case explicitly excludes any planning for bus services and cycle routes linked to the new station.  It also takes little account of the fact that Marsh Barton contains what is held to be one of Europe’s largest concentration of motor vehicle dealers, both sales and servicing. Other traffic is in the form of heavy lorries visiting the industrial units, and traders’ vans and private cars collecting bulky material from the many specialist DIY outlets. None of this can transfer to train.

That said, the main purpose of this post is not to belittle the business case.  The case is based on so much process-driven modelling accepted in consultancy and project management circles that it must have some robustness, surely?  We just have to hope the underlying assumptions are sound and that, despite Devon’s ageing population and other social and technological changes, people carry on behaving as they have in the past when similar stations are opened (because it’s on past trends that much of this modelling is based).  No, what I want to do is look at the whole development process, of which the business case is only one element.

When Brunel built his Great Western Railway out of London Paddington in the 19th century, he had a limited number of hoops to jump through.  He needed Parliamentary approval, finance (from the shareholders), a surveyor, an engineer, materials and navvies.  Admittedly, he wasn’t too hot on health & safety.  When the GWR company board green-lighted him, off he went.  The GWR received its enabling Act of Parliament in 1835 and ran its first trains from London to Maidenhead in 1838.  By 1841, trains were running through from London to Bridgwater in Somerset.

Contrast this with the steps required today to build a small railway station on an existing line.  The outline business case gives a clear summary.  Before a single sod of earth can be touched, the promoters of the scheme – in case this Devon County Council through the Local Transport Board, itself a body nesting within the Heart of the South West Local Enterprise Partnership (the LEP) – need to have secured funding, the necessary permissions based on detailed design work, and appointed a contractor under public sector procurement rules.  The key players in this joint enterprise include: 2 passenger train operating companies and an unidentified number of freight operators, central government, Network Rail, 3 local authorities, 2 rail user groups, business groups, Devon CC’s own transport consultants, the Devon Metro Programme Board, elected representatives, trade unions, nearby residents or other interest groups, and the appointed contractors.  Any one of these can put a spoke in the wheel.  For example, the initial plans assumed a footbridge with a gradient of 1 in 15, but then Notwork Rail popped up to say that 1 in 20 was the maximum steepness permissible.  And, having planned for the structure to be compatible with the electrification of the line the Department for Transport recently stated that electrification will probably not happen after all (as we all know from the Secretary of State’s backsliding on government rail commitments).

The other big obstacle is funding.  Since the coalition government started to starve local authorities of funds and passed them instead to the newly created LEPs on the grounds that they were not Labour’s now-defunct regional development agencies, almost any significant public sector project that is not national or NHS relies on being able to put together a funding package from different sources.  The Marsh Barton station project was originally costed in the business case at £4.3 million, at final approval at £7.4 million, and has since risen, in large measure due to Notwork Rail moving the goalposts, to £13.7 million.  It may go higher.  To fund this, the LEP initially allocated £3.5 million and this may be topped up by underspends om other projects; the remainder is expected to come from government, Network Rail, Community Infrastructure Levy and section 106 agreements with developers, and Devon County Council.  The government recently turned down an application for £3 million from its New Stations Fund.  So after 4 years of planning and negotiations, there is still no certainty that the station can be funded at all.

Does all this planning and fragmented funding really produce a better result at the end of the day?  Or, in this case, will it produce a result at all?  If Brunel had been subject to today’s regime, his railway wouldn’t even have reached Slough.

 

NOTES

[1]  See https://new.devon.gov.uk/roadsandtransport/traffic-information/transport-planning/devon-and-torbay-local-transport-plan-3-2011-2026/

[2]  Accessible via  http://heartofswlep.co.uk/about-the-lep/how-we-work/local-transport-board/ltb-scheme-business-cases/ f

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History speaks

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For the first 7 days in July Exeter’s Northernhay Gardens hosted a unique and very moving memorial to the 19,240 allied soldiers who died on the first day of the Battle of the Somme 100 years before.

The project was conceived by Rob Heard, a Somerset artist, and East Devon-based folk singer Steve Knightley.  A website – http://www.thesomme19240.co.uk/ – includes videos and other material about the memorial which enhance understanding.

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The pictures here don’t do it justice.  Each of the tiny shrouds, one for each soldier, was hand-stitched by Rob Heard over a period of three years.  Some 50,000 people – equivalent to nearly half the city’s population – visited the memorial.

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World War One was a travesty of human endeavour.  Fought because governments and dynasties wanted territory, power and trade, and fuelled by nationalism, its principal legacy was the deaths of millions of “ordinary” people.  The flawed post-war settlement laid the ground for the rise of the Nazis and the second world war.  What became the European Union was created to prevent Europe ever going to war within itself again.

It’s a pity the EU referendum didn’t come after the Somme commemorations, rather than before them.  Had it done so, perhaps fewer people would have been prepared to throw away the structure, however imperfect, that has given us 60 years of peace and co-operation.

A little bit of Ireland in Exeter

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There are many good things about where we live in Exeter, and the existence of the Globe Inn a short walk away is one of them. Located off the main streets, it’s a comfortable and relaxed place, free of TV sports and High Street yobs. Eclectic but familiar furniture, subdued – but not gloomy – decor, and a decent selection of beers, wine and food. Follow them on Twitter @ExeterGlobe or on Facebook as The Globe.

The third Wednesday of each month is Irish music night at the Globe. Being married to a Dubliner means that this earns a slot in the domestic calendar. Being married to a Dubliner who is also a cousin of the direct descendants of the late and revered Leo Rowsome – the man who brought the sound of the uilleann pipes to a new and much wider audience– means it’s a must-go.

The band is a scratch band: a central core plus whoever else turns up. Last night was a thin evening, and the absence of the fiddle was noticeable, so the pipes were firmly in the ascendant. But we’ve been there when just about every band instrument was represented.

On their own, the pipes can be melancholic, evoking the remoteness, the unhappiness and the resilience of Irish communities over the centuries.  Speed up the tempo, or put the fiddle and a few more in, and it’s the jollity of John Wayne chasing Maureen O’Hara in The Quiet Man.  In keeping with the sociability of the Irish you can carry on a conversation while they’re playing. It’s not background music, but it doesn’t deafen you either. For me, it’s as good as actually being in Ireland.

The Globe hosts other forms of music more usually associated with city centre pubs in England. But it’s great to find a place that welcomes traditional Irish music, performed in the traditional way – no stage, but seated round tables in a corner of the pub. It’s a thousand miles from the cod “Irish bars” to be found in almost every city in Europe where the only pipes you’ll find are in the toilets.

How to fix a consultation

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One of Exeter’s less attractive pieces of public realm is the bus and coach station. Draughty, uncomfortable, made of brutalist concrete, and with half the site used exclusively as an overnight bus park, proposals for its redevelopment have been round for years.

Now, however, action is in prospect. The site developers – The Crown Estate and TIAA Henderson Real Estate – recently staged a small exhibition of their plans to gauge public opinion. There was no model, only an outline plan showing areas marked for retail, restaurants, leisure and a cinema, plus a new more compact bus station and a small greened public open space. The development is being presented as an extension of the existing Princesshay shopping centre.

Armed with the public’s views, the developers have said they intend to submit an application for outline planning permission before Christmas. Whether what the developers have collected really represents the public’s views is a moot point. Visitors to the exhibition were asked to complete a form which asked them to express a view on five propositions, by ticking the box for each one to state whether they strongly agreed, agreed, didn’t know, disagreed or strongly disagreed.

Let’s look at the five propositions (in italics), with my comments on each.

1. I think the extension of Princesshay and the proposed leisure facilities are a good thing for the city. No opportunity to support the new leisure facilities – which will be a swimming pool – without supporting the rest of it.
2. I think the bus and coach station is in need of redevelopment to provide a new gateway to Exeter. A no-brainer, barely worth asking.
3. New and accessible public spaces in the city centre will benefit visitors and residents alike. Well, yes, they probably will, but the statement is not related to the development under discussion.
4. I would welcome an increased variety of places to eat and drink and more choice in city centre leisure activities. Again, no opportunity to disaggregate the proposition. Many people in Exeter would like to see a new city centre theatre on the site, but that’s not on offer and the questionnaire doesn’t invite comment on alternatives.
5. I think the city as a whole will benefit from this new proposed development. How can a layman form an informed opinion on this? We don’t know what the new shops and restaurants will be: will they be more chains, or will they be at affordable rents for small businesses? LOL.

The questionnaire aims to encourage respondents to say Yes to the goodies, without any recognition that there could be other issues. For example, there is no invitation to comment on the changes to traffic arrangements arising from the development even though this will have a major (if beneficial) impact on current travel patterns.

Just contrast this slanted approach to consultation with an equally recent major survey from Exeter City Council seeking information to inform its decisions on next year’s reduced budget. To take public parks as an example, the survey asks respondents how often they visit parks, what time of day (with different questions for winter and summer), what they use the parks for, and how far they’d be willing to travel to a park. The survey concludes by asking respondents to assign a priority from 1 to 5 to a range of services: cutting grass; maintaining hedges; pruning & replacing trees; planting & maintaining flower beds; maintaining buildings; maintaining features eg. sculptures, paths, gates, walls & memorials. These are open questions, with no nudging respondents in a particular direction. Which means the results will be worth something.

That’s real consultation.