Colossal operation on Devon railway to replace track

When it comes to maintaining the UK’s intricate railway network, a lot goes on behind the scenes that passengers rarely see. We grumble about delays and disruptions, but it’s easy to forget the sheer scale of work involved in keeping our trains running smoothly.

Few projects highlight this effort better than the ongoing overhaul at Honiton Tunnel in Devon. Charlotte Tyler, the scheme project manager at Network Rail, offered an inside look into the complexities, challenges, and motivations that drove this two-week track renewal project which was more than just laying down a few rails.

If you’ve travelled between Axminster and Exeter since November 9, you’ve likely found yourself on a replacement bus. The line through Honiton Tunnel, a single track cutting through Devon’s green hills, is currently closed as engineers work around the clock to replace a mile’s worth of track. The track’s half a century old, and after 50 years of trains rumbling through at 80mph, it’s finally time for an upgrade.

The tunnel itself dates back to 1860 when the first locomotives hauled 20 carriages through the pouring rain on the first journey to Exeter after costing £70,000 to build using eleven million bricks.

Charlotte said: “Basically, we are renewing one mile of track through the tunnel. The old track is being taken up and are renewing it with new track.” She added, “It’s a very complex job, although it’s a straight track, because it’s a single line, it’s within a tunnel and it’s very wet.”

That means the team can’t work on one track while trains pass on another; they have to remove and transport the old track material, or “spoil”, entirely offsite before laying the new one.

For two weeks, buses have replaced trains, a necessary but inconvenient disruption. But as Charlotte said: “It was necessary to shut the track for a fortnight. Had we done it over smaller periods of time, we could only do little bits at a time. Probably over roughly about 20 weekends causing much more disruption, and it would cost a lot more money.”

The intense work schedule ultimately minimises future disruptions and offers the best value for both Network Rail and its passengers.

Replacing a mile of track inside a tunnel requires more than just manpower. Charlotte explained: “To have this track renewed we have 15 engineering trains, we have eight road rail vehicles, we have 4,000 tons of ballast, which is the stone which is on the railway tracks, 2,300 sleepers and we’re also doing 150 metres of drainage.”

These materials and machinery come together to provide a stable, efficient, and durable track. Ballast, for instance, forms the sturdy foundation for the new track, ensuring it can withstand the weight and speed of trains passing over it for years to come.

Beyond the materials, there’s also an impressive coordination of roles and specialisations on site. Over 120 workers, ranging from engineering supervisors and machine drivers to specialised train operators, collaborate to get the job done.

Charlotte described the team as “like one big family,” saying, “We’ve all worked together for a long time and all have the same purpose which drives us.” This sense of camaraderie is especially vital given the challenging conditions. Working inside a dark, wet tunnel for long hours isn’t anyone’s idea of glamour, but these professionals take it in stride.

“It is a mucky, horrid job,” Charlotte admitted, “but they’ve got all the correct PPE and they are used to that sort of work. These guys are experienced track re-layers.”

It’s not just the tunnel itself that’s undergoing a facelift. While they’ve got the line closed, Network Rail is taking the opportunity to complete other essential maintenance tasks, such as stabilising the Cleave embankment, replacing track between Pinhoe and Feniton, and improving drainage systems. The drainage work is particularly crucial given Devon’s wet climate. Heavy rainfall has caused landslips in the past, and effective drainage is essential to prevent future incidents.

Charlotte explained that they’re installing monitors along the embankments to detect any shifts, which will allow rapid response if there’s any movement in the future. “The Volker Fitzpatrick team are on the embankment and they’ve got some monitors so if there’s any slight movement on the track, they will get notified and they will come straight out,” she said.

Planning for a project of this scale involves more than just track engineers. Before starting the work, Network Rail conducted extensive assessments, from geological analysis of the tunnel to ecological surveys.

“We had ecological teams going out to check the wildlife and we have bat surveys, we had dormice surveys, and we’ve also had people going out checking the air quality and checking whether it’s safe for us to work in there,” Charlotte said. These surveys ensure that both the workers and the surrounding environment are protected during the project.

For the passengers relying on this line, the fortnight closure might seem like a considerable inconvenience. But Network Rail has taken steps to ease the impact. Regular rail replacement buses are in operation, and Charlotte has worked closely with the communications team to ensure passengers are well-informed about their travel options.

“We’ve been working really well with the comms team to get the message out. Passengers will need to just check before travel because it may take a little longer, but we’ve tried our best to minimise the disruption,” she said. It’s a sensitive balance, as rail engineering work on other lines means Devon’s rail connections to London will also be reduced during this period. However, the team has coordinated with other projects to prevent overlap as much as possible.

Additionally, engagement with local communities has been a key part of the project from the planning stage. Network Rail reached out to affected landowners and residents, including local farmers and caravan park owners, to discuss access and disruption.

“We also do a letter drop for anybody around the area,” Charlotte explained, “such as the nearby caravan park and anywhere we would be driving and parking. We put passengers first on the railway, even when the trains aren’t running.”

Despite the challenges, Charlotte remains optimistic about the project’s outcomes. Once the new track is complete, passengers will enjoy smoother, safer, and more reliable journeys. And, crucially, the line will require far less maintenance in the future.

As a seasoned project manager with 16 years on the railway, Charlotte finds great satisfaction in completing such complex projects. “It’s not the most complex job I’ve done, but it’s the most complex job on a straight line or railway because of the length we’re relaying in the tunnel,” she said.

It’s clear that her passion, along with that of her team, plays a big role in seeing projects like this through. “Our work ethic is about the delivery of the project, delivering it safely and safety for passengers,” she said.

South Western Railway (SWR) will be running rail replacement bus services between Axminster and Exeter St Davids until the planned return of trains on November 22.

Weekdays:

· 1 per hour Axminster to Exeter St David’s – calling at Honiton, Cranbrook and Exeter Central.

· 1 per hour Axminster to Exeter St David’s – calling at Honiton, Feniton, Whimple, Cranbrook, Pinhoe and Exeter Central.

Weekends:

· 1 per hour Axminster to Exeter St David’s – calling at Honiton and Exeter Central.

· 1 per hour Axminster to Exeter St David’s – calling at Honiton, Feniton, Whimple, Cranbrook, Pinhoe and Exeter Central.