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With the area set to become a major activity hub similar to Docklands or Stratford in a future Tokyo-like polycentric London, I think stopping all residual WCML traffic at Willesden may be highly desirable once the fastest long-distance trains have relocated to HS2 (also with a stop nearby!)...

Instead of extending Jubilee or Central, I'd attempt to extend the Victoria Line from W'stow Central, stopping at Whipps Cross and Leytonstone, then getting through to Stratford by some means, terminating in the V between the diverging arms of the surface junction. Maybe possible by widening the...

Maybe as well, with platforms on all WCML lines! I still support diverting some WLLs via low level to OOC Lane, mainly because increasing services on the WLL can't all go on the NLL along with the Richmonds so they need a turnback, suitable tracks lead right to where LO plans its Old Oak Common...

The Hackney link doesn't have a moving walkway though. Part of the problem around OOC is the large area of industrial land alongside Hythe Road (Cargiant etc), not currently being redeveloped. In addition to any connectional function, a Mitre bridge or Hythe Road station would be serving low...

While the east end of the HS2 platforms might be close, the normal access to them and the GWR/EL platforms will be via the concourse at the approximate midpoint of the complex. Establishing a second separate gateline, ticket sales facility etc at the far end of the HS2 platforms isn't likely...

Better than 'Parkway', which seems silly now many busy stations have big car parks. I suspect its custom will mostly arrive by car nonetheless, but it looks like the station will be at the end of a town bus route so that might also bring passengers in from surrounding estates, and active travel...

I've read the double-deckers were a reaction to the massive property inflation that occurred a couple of decades ago, forcing Tokyo office workers to commute daily from further and further afield to be able to afford to live. The housing market is very different now and more people can afford to...

Even without Talgo split axles, The wheelrim tops of trailing axles under passenger cars can be very close to or even slightly higher than general floor height without ramps as long as the gangway can clear the axles between them. I think Stadler can do level floor at ~760mm across their...

OBB have continued with the loco hauled push-pull concept with their latest Railjet NG being delivered by Siemens. This has low floor sections in seven of the nine cars for level boarding. Low floor suits the loco hauled or power car paradigm because you're not having to accommodate bulky power...

A lot of equipment to achieve a similar result, and severe hazard potential if malfunction left a section energised without a tram overhead. It's probably challenging to maintain like the old Torquay Dolter stud system. 1715361560 Trams don't have plain line signalling typically, especially on...

I agree that most stations with brief stops wouldn't need the platform conductors. With the trains concerned already equipped with 3rd rail shoes, it'd be difficult to also justify a second set of charging equipment for the Greenford solution unless a very quick large charge was necessary...

All depends on the granularity of the switching required. I don't see much benefit in conductor switching on UK segregated plain track. On the long single lines that might be considered for future 3rd rail extensions just using block switching would result in conductors being live sometimes many...

Which suggests some further mitigations are sensible and may be legally necessary from a H&S POV in any extension of the system compared to historic mid-20th century implementations of the technology. Maybe power might only be applied to the rail when there's a train coming, with sections...

All more stuff to be damaged, come adrift, form an obstacle to trains or a tripping hazard. Perhaps a continuous slot in the top might be sealed by a leather flap, moistened and lubricated by tallow and whale oil... I'll get my coat, and top hat!

Totnes has a good proportion of long distance passengers like some Cornish stations due to holidaying, second homes and many arts, media and business types living in the trendy town and its picturesque South Hams hinterland, who often have to make frequent trips to London & SE or The North...

I think the tight curvature is just down to building within a limited budget in a difficult landscape, following contours to limit extents of new earthworks and structures. A maximum design speed of 50 or 60mph was about all that was achievable with any technology of the time, so wasn't...

The direct Plymouth coaches from Tiverton Parkway were no slower than the regular rail timings I recall.

There will be a limited stop Penzance train this summer only stopping at Exeter before Plymouth. Leaving Paddington at 12:03, it will arrive at Plymouth at 14:54, a journey time of 2h 51m. That must be about the best you'd get with today's infrastructure and trains. Cornish passengers will get...

The overbridges aren't all wide enough for an extra track all the way, and you'd have to do some major work at Frizzinghall to provide a new platform and maintain access to those existing. There might be merit in moving the Bradford - Skipton chord junction further south though to just N of...

It's partly the NR interface but mainly speed in the St Pancras throat area. track circuit code-based TVM430 can't supervise continuous speed below 80kmh, so protection is handed over to the balise-based French KVB limited supervision system which requires trackside signals and can supervise...