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  1. I can't see OLE for roads working for anything other than specific captive flows, if at all. The major benefit of road is its flexibility, and requiring electrification basically eliminates that. And once you do away with the flexibility and have special routes that you can run on, it's basically a much less efficient train that needs one driver per wagon.
  2. Not that I want to be a naysayer, but if Tavistock Junction (a site in largest city in the area with excellent road access and plenty of railway land) wouldn't fly, then the economics of building a container handling facility in the south west just don't stack up. Something (or things) external needs to happen to skew the economics in favour of rail. Maybe decarbonising road freight will do the job, maybe the ridiculous price of diesel will, maybe road pricing, maybe a bit of everything...
  3. There are several railways, both closed and open, which would fall into that category. For example, would there be much case to put the East Suffolk line (beyond the Felixstowe junction) back if it had gone? Doubtful. But it's still there so it's unlikely to go now.
  4. Is it really essential to have two stations on the branch? It seems that it's a huge squeeze to get two in, and does it gain anything important?
  5. He didn't hate diesels, he thought that steam had more to offer/ could be developed beyond what the mid 1940s state is the art was.
  6. If they're timed right they might. Islip between Oxford and Bicester doesn't have a hugely frequent service, but the local community had some input into which trains called, and what the purpose of each one would be, rather than an arbitrary frequency. So there are trains for commuters in either direction, and trains at the end of the day for evenings out in London/ Oxford, and so on.
  7. But where have the containers come from before they got to Mossend? I don't know, but I imagine they've arrived from Felixstowe, Southampton and wherever else such ships come from. And that's possibly the issue. There might be enough traffic into Plymouth to justify a train, but if the containers are from Felixstowe, Southampton, the Channel Tunnel and wherever else, where would the train be assembled? And would having to do all that skew the economics so that it ceases to work? It would be great if there were a service to that corner of the country, but rail freight isn't subsidized, so it would have to make the operator a profit.
  8. I obviously realise that it's possible, but a change of train is a pretty good way to put off a lot of people, and a change of mode without integrated ticketing will be vastly more effective.
  9. The point of reopening Bideford would be for travel beyond Barnstaple though. And for incoming travel from beyond Barnstaple. Not that I expect it to happen any time soon, but I think it'll happen after Bere Alston to Tavistock, but before Okehampton to Tavistock. Has anyone even applied for one is those restoring your railway grants for the Bideford line?
  10. North Tawton has the advantage of a railway with a regular passenger service running through the site. Doesn't look to be a big enough place to justify a service right now, but a platform, bus shelter and ticket machine is a lot cheaper than several miles of new railway.
  11. On the other hand they have left space under the footbridge to allow the line to be doubled in future without demolishing it. (And the river bridge at the Ely end which had to be replaced a few years back is double width). It'll probably be electrifiable without rebuilding, too, if that ever happens.
  12. Only if you're trying to run two different services. PLY - TAV - GUN - TAV - PLY would slow down Gunnislake & Calstock to Plymouth journeys (hence trying to get some of it back by improving speeds on the main line if that's realistic), but would give those places a direct link to Tavistock and eliminate the timetabling issue caused by the different journey times. It would probably need a passing loop somewhere to achieve an hourly service though. 2 hourly might work without.
  13. It would be a lot of extra track, though having the Gunnislake trains going *somewhere* would probably be advantageous (I don't think Bere Alston is really much of a destination). Also a nice bit of symmetry with the current arrangements between Crediton and Coleford.
  14. I realise Bere Alston to Gunnislake is always going to be really slow (wasn't it built as a light railway? It's all 10/15/20mph limits), but the former main line between BA and Plymouth seems to be a 40-55mph zone at present, and the alignment may well be suitable for more like 75.
  15. From the aerial photography, that would be one of the simpler junctions in the world to grade separate, with the flyover portion already existing. If the LSWR route ends up being a fairly busy suburban style route to Tavistock it might even be worth the electrons I'm using to share that thought.
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