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30th August

It's all been published on National Public Transport Information including revised schedules from 30/8.

Only the Tavistock 118 is moving to the Interchange station from 30 August. Launceston 306, Bude 6, and Exeter 66 will all continue to serve the existing station. In addition the Bideford 317 will be extended to the existing Okehampton station.

Full list of PR1 stops: Paris Street, Sidwell Street, Cheeke Street, Heavitree Co-operative, Heavitree Nelson Way, Heavitree Ringswell Park, Middlemoor, Digby Arch, Sowton P&R.

That is not really accurate. Traffic between Devon and London was broadly divided between the Waterloo and Paddington routes until the Western Region assumed control of the former Southern lines. Indeed, the ex-Southern route often generated more intermediate traffic, serving a larger number of...

Perhaps that’s the plan, particularly with vehicles being released from Torquay. I note the comments about the problems with parked cars and larger buses, but Sundays when they use larger buses would also probably have the most cars parked outside homes.

It was only increased to a 12-minute frequency last year following a councillor-led campaign which was partly due to elderly passengers being left behind due to overcrowding.

Very sensible to gate Exmouth.

April 2025 funded by DfT and Devon County Council. Truck and Bus Builder stated the order would be EV400s in June 2025, which may be incorrect or the order may have been changed to Yutong as mentioned.

Exeter also has 10 E400EVs on order, these were additional to the original funding.

To understand the context, you’ll need to read the earlier posts.

Not particularly relevant since SWR (DfT) will likely prioritise maximising their investment return, which means delaying fleet replacement as long as possible.

The SWR Class 158/159 C6 overhauls have reached the point where further deferral is no longer viable. Porterbrook would not commit to the level of investment required without confidence that the fleet will remain in service for the majority of the post‑C6 interval, which in practice pushes...

I agree. Unfortunately, it was the past not the present when greater investment was viable.

You are very reluctant to consider political factors and history alongside present financial data. All three have relevance.

There is a general reluctance to fund transport infrastructure in the UK, irrespective of the examples mentioned. Cancelling Phase 2 of HS2 being a primary example. For the past 50 years, the UK has spent well below the OECD-recommended 1.5-2.0% of GDP required to maintain suitable...

The better German position (debt and interest) is only a relatively recent trend. German debt (59% of GDP) was greater than UK debt (38%) in 2000, so it is not the main driver of the relatively lower transport infrastructure investment in the UK during the last 25 years.

It’s logical to say that no UK railway covers all costs if costs are apportioned fairly, but being ‘shored up’ is illogical. Tax revenues would plummet without rail and road infrastructure. Remember, roads typically take 100 years to pay for their capital cost, even without any finance or...

In many cases 2-car trains are inadequate and were only ever built as such because of funding cuts. Many routes using 2-cars require more carriages, including Okehampton when the Interchange station opens. I witnessed a mid-afternoon arrival at Okehampton full and standing earlier this week; I...

The growth in journeys across the Devon Metro area is impressive too.