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The station was 'open' for many years after the staffed ticket gate was removed from the ticket office but in August ticket barriers were installed again, this time in a new building on the platform.
Newton Abbot has proved to be an accident-prone station. On 22 August the locomotive Brigand was derailed and Switchman Bidgood had to pay one pound towards its repairs.
The investigation into a collision in August revealed that it was normal practice at Newton to ignore the signal that controlled movements from the siding to the main line, as a result of which it was decided to interlock the signals and points here, one of the first such installations to be authorised on the South Devon Railway.
On 21 October an engine shunting the siding at Aller Junction derailed and fell on its side. In more recent times, a collision occurred on 25 March when a Class DMU , working a Paignton to Cardiff service, ran into the back of a Class 43 standing in the platform with a Penzance to Edinburgh train.
The main entrance is on the west side of the station at the top of the diagram, right , facing Courtenay Park and Queen Street which leads into the town centre.
The main entrance is through South Devon House, the building opened in This involves a couple of steps up to the platform, but a step-free route leads from the taxi rank on the south side of the building.
The car park is beyond this on the site of the former Platform 4. At the north end of this platform are a former terminal platform and sidings alongside Tucker's Maltings which used to serve the Moretonhampstead branch.
After many years as an 'open station', new ticket barriers were installed in August There are now just three tracks in use for passenger trains.
The platform nearest the entrance Platform 3 is used by most trains running beyond Exeter to London, the north of England and Scotland.
A wide footbridge, which is served by both stairs and lifts, leads to the southbound platform. The track on the west side Platform 2 is mainly used by trains to Plymouth and Penzance, while the east side Platform 1 is mainly used by trains to and from Paignton.
Trains from Paignton can use either side of the station, long distance services are generally switched to the main line south of the station so use the same platform as trains from Plymouth while local trains to Exeter and Exmouth tend to run the "wrong way" through the same platform that they use when running to Paignton and then join the main line north of the station.
Similarly, trains to Paignton often use the Plymouth platform if another train is blocking the usual Paignton platform. The industrial area opposite the station was the site of the South Devon Railway workshops, its engine shed being situated a little to the north of the station.
Beyond this was established Hackney marshalling yard , where goods trains were—and indeed still are from time to time—reformed for the journey over the hills towards Plymouth.
A new marshalling yard was opened at Hackney, just north of the station, on 17 December It is a useful staging point for freight trains travelling over the steep inclines of Dartmoor on the way to Plymouth as these trains either have to be shorter or use additional locomotives compared with the flat route from Exeter.
The sidings were closed to scheduled traffic on 10 January They were temporarily used for offloading stone traffic during the s, but now see regular cement trains to Moorswater on the Looe branch in Cornwall.
These are split into two portions, one being left here while the Freightliner locomotive takes the first section forward before returning later in the day for the remaining wagons.
The sidings are also used for stabling railway engineers' vehicles. In a new Network Rail Recycling Depot was opened. This has resulted in regular engineers' trains bringing sections of rail to the yard for cutting before being sold to local scrap merchants.
The first engine shed was established to the north end of the station opposite Tucker's Maltings.
A workshop for the locomotive contractors was also established opposite the station and this was expanded over the years to include facilities for maintaining the railway's carriages and wagons.
The original engine shed was closed in , and a new eight-road standard GWR pattern shed along the lines of those at Salisbury and Exeter—with northlight pattern roof—was constructed under the initial code NA.
The coaling stage was a non-standard wooden trussed lean-to affair, with the coaling ramp level with the yard, while the approach roads where the locomotives were refueled some 14 feet 4.
This made adding an ash shelter later during World War II especially easy. Designated and designed as the major shed for the region, it was constructed as a heavy maintenance repair shop.
The associated locomotive Factory had access to heavy lifting equipment, and engineering facilities to maintain, repair and overaul all types of GWR locomotive.
Locomotives could be put into the Factory roads by means of a traversing table at the East Exeter and London end. To the west, the site also had a six-road carriage and wagon works, suitable for maintenance and repair of all types of rolling stock.
Cleaning was carried out on tracks between the station and the locomotive sheds. After the decision to switch to diesel traction, the site was completely rebuilt in to accommodate diesels, including the Warship Class that were used on the Exeter to Waterloo services.
The Factory was reformed to provide four roads with servicing pits and cab level platforms, providing facilities to repair eight locomotives at the same time.
Access was via the existing traversing table. A daily servicing and fuelling point was built beside the old steam shed and it was this which provided the main facility after the factory closed in Diesel multiple units were serviced in another open ended shed next to the carriage cleaning tracks.
This shed was subsequently used to repair the electric train heating and air conditioning on the new Mark 3 and Mark 4 coaching stock.
An industrial estate now occupies the site but some original buildings are still standing. The branch to Torquay originally left the main line in the station area and ran parallel with the Plymouth line for 1 mile 1.
A proper junction, known as Torquay Junction , was put here on 29 January as the two single lines had now become part of the double-track line from Newton to Totnes, trains on the single-track Torquay branch running on the correct line between the junction and the station.
In the branch was extended to the station, running parallel with the Plymouth line as it had done before There were now three tracks on this section but on 22 May the branch was doubled as far as Kingskerswell , which meant a fourth track was added.
The tracks were from east to west down branch, up branch, down main, up main. In , along with the rebuilding of the station, it was proposed to install a flying junction at Aller to speed up the passage of trains coming off the branch.
The four tracks were now grouped by direction of travel — down relief, down main, up relief, up main.
Trains for either line could use either track between the junction and the station but trains to and from the branch generally used the "relief" lines.
This meant that trains coming off the branch had to cross over the line used by trains going towards Plymouth which could cause delays at busy times.
The junction was moved during the resignalling to a new position about 0. Trains can now run to and from the branch on a single line connection with their own platform, or cross over to the Plymouth—Exeter tracks on either side of the station as may be convenient.
A private siding was opened on the Torquay branch in for sand traffic from a nearby pit. It was removed in From the south, the trains of two different operators converge on Newton Abbot from Penzance and Plymouth on the main line , and from Paignton on the Riviera Line.
The main line service to London Paddington station is operated by Great Western Railway , along with local trains to Exeter and Exmouth. From Wikipedia, the free encyclopedia.
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