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From digby and Sowton and further out the time penalty of using a bus becomes too large. While there may not be a high number of trains there it is still significantly close to the limit of the infrastructure because of the single line. And I'm not sure a service on the hottest weekend of the...

Where have they come from/going to though? If they are mostly going to and from central/st davids, is it a more useful service IMO for most people to have 4 buses an hour that takes 5 mins longer than 1 train an hour.

I assume it is downhill but that still seems phenomenal from the 168. To the original question, better acceleration to squeeze more paths in seems to becoming a more and more important factor, but as others posters have pointed out this doesn't necessarily mean automatically selecting a DMU...

I have lived in the area between Polsloe bridge and St James park for a year now and I don't think this is the way to solve the branches reliability problems or improve service to them. Unless someone finds a serious wedge to invest in the railways. They are too close to central Exeter to be...

Raileasy suggests splits at Wigan and Nantwich, changing at Crewe for 95.70 for all 3 on flexible tickets. This would be comfortably under the 2hr limit on the way out but the connection at Crewe is less good on the way back 2hr2m.

Did the regularly make that though or were they often a minute or two late?

Once is an accident, twice a coincidence, three times is a pattern. But 4!!! The 4th falling asleep suggests Anyone in charge of rostering and driver numbers should sacked before this chap.

To avoid any 150s an opening offer would be Stourbridge to Chelthenham route via Birmingham and then Cheltenham to Cardiff, off peak is 54.90

If autonomous cars are introduced and given full license to drive the car with no required input or supervision from a human driver except a postcode at the start then i would speculate it causes a small decrease in passengers on hs2 and trains generally. Why - if the driver is not required to...

I haven't looked specifically at those datesbut the cheapest fares on that route will be usually be something involving a SWT advance the slower way to Exeter St Davids, but coming from Gatwick the ability to change at Clapham would cut the GWR time advantage down

Don't thing it's been suggested so Exeter Central. The main platforms are long - although I do like being able to leave out the back - and the bay platform is pointless as there seems to be no reason to not send any train through to St Davids

It is a lot easier to enforce dress codes onto a plane where each ticket is scanned at the gate with a human there (pretty much) compared to the supervision of boarding a train - even passing through ticket barriers most people need not stop or interact with the staff there.

Essentially the answer is no without going to advances. And the splitting doesn't help, the Yeovil to exmouth ticket is priced by FGW so is relatively cheaper than the SWT priced tickets.

Yes it's at 16-25 so that's not a problem. Thanks very much.

If I held an off peak return between Cambridge and Exeter Central routed via Honiton - (69.95 with rail card) for outward this Friday 3rd, can it be used for returning on Sunday via Taunton as it is more expensive than the super off peak return for via Taunton (63.85) and neither have time...

From rtt GWR Devonport to dockyard is 37 chains but Exton and Lympstone Commando 36 chains

I agree that there is always going to be a problem with drawing the line, but I don't think that's a reason to let the TOCs get away with it. The whole reason we have a court system is to adjudicate things like where the line of reasonable is. To me it just seems like making the TOCs less liable...

Unless you have a dramatic fear of transfers at New St it's faster to go there and change than wait for the next direct however

is there anywhere where the services can be split that doesn't ruin the diagrams, staffing, or ability to change stock for peak services? In theory having a different franchise to focus on the SW isn't a terrible idea, it just seems that the combines GWR uses cooperation between the areas that...

Where the return and single are ~1% apart, the single is subsidising the return. But if you moved them closer to the "true" price (cost to railway) for carrying you the single or return distance, how will the railway usage and ticket price change? I would suggest the relationship is very...