MarkyT

The planning report states the outline application was received in July 2003. The airport was majority owned by Devon County Council at the time, and has since changed hands twice, most recently in 2013 to Rigby Group, which also owns Coventry Airport.

I'd be wary of an additional dedicated passenger rail spur into the airport. It could be complex to interwork with operations in the proposed freight terminal without additional tracks, and I wonder what train services would use it. SWT would probably not want to divert their Waterloo trains in to reverse back out to Exeter, but an additional local stopping service from Exeter might work, before ...

@Lynne - Reading the masterplan, Exeter Airport wants to stay and expand at their existing terminal site for the foreseeable future. I suppose with all the air engineering, car parking and support businesses clustered around the existing site it would be very expensive to move the whole operation to the north side, but i wonder if it could be split with engineering and freight remaining on the ...

The Cranbrook station site appears to be about 4 km by road from Exeter airport terminal. That could be halved if the terminal facilities were relocated to the north of the runways, accessed from the B3174 (the old A30) as part of the skypark development. Then (presumably?) frequent local buses between Exeter and the Cranbrook Development could call at both the airport and the station en route.

Despite prefering my fast DAL for speeding up the main line to the west, I'm certainly not against the Okehampton route as a very useful local connector and a means of accomodating future growth in traffic and the local economy. I would see it ideally as an extension of the SWT Waterloo - Exeter service. As well as connecting Tavistock and Okehampton into the network that could give excellent ...

The figures in the elevation graph are the maximum ground slopes of the traced path, not those of the railway alignment which I superimposed over the standard elevation profile provided by Goodle Earth. Actual average gradient between Exeter and the line summit in tunnel under Haldon would be about 1 in 70, or 1.4%. The steepest gradient taking into account vertical curvature and any variation of ...

Hi everyone I'm new here. I live in Torquay and prevously worked for many years in the rail industry and related consultancies in London, the South East and Midlands. I have come up with an alternative Dawlish Avoiding Line suggestion that cuts around five miles from the Exeter to Newton Abbot route by taking a new direct route tunnelling under the Haldon hills, and connects to existing routes ...