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Which explicitly states *they don't have a plan for a specific option*. Normally 'modest' increases are achieved through raising PSRs to the ruling line speed. Again not true, the ORR has set out the requirements to gain approval to install new third rail out. That they are not cost effective...

For the North Downs route you don't need a fast charger, there's enough time on the juice over the course of the day to maintain sufficient charge. Especially if you combine it with a c.1km extension of third rail at each junction for 'around the corner' power.

They're two completely different sites, this wouldn't save any money. 1751725249 Operations cost far more than a couple of hundred miles on diesel. Which is why I'd do Nuneaton to Wigton immediately after, and the MMLe will do Leicester itself at some point. And hey presto, the Birmingham to...

They do, but scans only work in straight lines (a curve is broken down into a series of sometimes extremely short straight lines) and dynamic behaviour isn't always exactly as predicted.

:D well done sir! On the serious note, the line almost certainly offers an overall better service to the public as a local tram route than it would as a secondary heavy rail route, especially now the trams actually get through Birmingham city centre.

So complicating operations? Gateway only benefits gateway whereas Nuneaton to New Street gives much wider network benefits, especially in the context of the upcoming Midlands Rail Hub Plans. You can get all of the benefit of Thames gateway with a last mile loco, which isn't the case with...

Isn't Wembley designated as a customs inspection point for channel tunnel freight so it would habe security comparable to Dollands Moor?

The trams would be rather upset.

The issue here is that it's fairly useless to get 90s only to the port gates. Electrified freight terminals are possible but an operational minefield, and Felixstowe is extremely busy so complicating operations is not advisable. Felixstowe and London Gateway are useful, but Lawlery St is also...

You wouldn't want to because of the need for XC to cross and terminating trains at Basingstoke. Either build a new flyover east of Basingstoke to allow down traffic to avoid conflicting with all lines or build a bi-di connection behind platform 4 & 5 and signal the Up Slow for wrong-road running...

Although you'd have the fun of the mixed electrification between Basingstoke and Worting Jn, unless you had a gap with a last-mile loco and a big extension lead...

Surely a dynamometer car would still require a steep bit of railway to record the results for it's performance up a hill? I would hazard a guess that modern telemetry can be fitted to the units without needing a dedicated vehicle that the fragmented railway doesn't really have a good place for.

Have a uniform fleet of BEMUs and then you have the flexibility to respond to incidents that cause a loss of power on the electrified as well. The additional training for a Battery unit against a normal EMU for the driver will be fairly light depending on how many procedures there are to learn...

The earthworks for the Spur to Aylesbury were always required to be constructed by HS2, as I understand it. Note the lack of points for any spur to connect to EWR. HS2 was severing the formation and was therefore required to replace it when done. That's quite different from actually building the...

The 25mph limit is relevant for the Railways Safety Regulations 1999: https://www.orr.gov.uk/about/who-we-work-with/railway-networks/minor-heritage-railways https://www.orr.gov.uk/guidance-compliance/rail/health-safety/laws/railway-safety-regulations-1999 So if you go beyond 25mph you need a...

This part: Does not square very well with the ORR's letter:

Interesting, I'll have to listen to that Green Signals interview (it's on the list). I'm surprised a modern battery vehicle isn't configured for at least regenerative charging under braking. Hopefully the new Hitachi ones are, although for a high-speed train on the ECML there shouldn't be too...

Can't see Universal paying to fit them with TVM and KVB...

A 374 won't be getting very far up the MML.... You'd need the 373s to be kept in service to deliver that service.

What about some of the power cars that ended up on the Flying Banana? The test train diagrams can rack up serious mileage at times.