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SFO I've had very mixed experiences of, varying from under ten minutes to clear immigration to taking 90 minutes! (In the former case, I think I then had a half hour wait for baggage!) SFO very much varies with the number of inbound flights having to clear immigration all at once.

For East Putney to Wimbledon, Seltrac is being overlaid on top of the existing NR signalling on that section AIUI, thereby preserving lineside signals for NR services. I wonder if we could see something similar for Chiltern? I also don't know if there's any precedent for lineside signals...

Much, much heavier; maximum axle loadings are quoted around 12 tonnes, and the total empty weight is 56 tonnes. Historic trams were normally around 10 tonnes in total! By way of comparison, vehicles up to 44 tonnes can ordinarily travel on UK roads, with an axle limit of 11.5 tonnes. Neither...

Getting up the western end of Market Street from Waverley Bridge would be near the limit of what trams can manage, and probably more problematic would be the turning from Market Street onto North Bank Street which I suspect would be below minimum radius.

Though ZF are perfectly capable of making special parts, based on their existing catalogue, which happens often enough. I'd assume most modern rail torque converters are of the locking type, which greatly reduces their losses as speed increases, as you effectively bypass the torque converter.

Right, there's no necessity to get rid of lights-on-sticks, but the system that controls the physical signals needs to be capable of supporting the granularity and accuracy required for automated operation; in many cases (and I believe this is true of the LU lines that still rely on physical...

Oh, sorry, my post was super unclear! I meant that the costing for London was based on replacing non-life-expired equipment; certainly some signalling will have to be replaced (lights on sticks don't work super well with computers and knowing stopping positions, etc!).

Aside from the obvious question of why are the TfL estimates so far beyond the cost touted for the Parisian cases where several lines have been retrofitted (from the sound of it, it's the fact it's replacing non-life-expired infrastructure and stock to do it soon, so they're writing off the cost...

There's airside transfer for international to international at YYZ. Can't comment about any current restrictions, however.

Same is true on the BA A320neos and A321neos, though additionally the ones from the exit row back are different (slimmer) design and don't recline. That said, I'm 1.80m and don't have any problem with sitting in them, unlike my last easyJet flight (where I was in front of the exit row!).

As someone who pre-pandemic used the DLR on a near daily basis, I definitely didn't get checked on most trips. Maybe 10% at most?

I don't think there's anything to suggest that'll suffice at this point, though there will definitely be an awkward transition period where you want A320-sized aircraft with green fuel (whether that's hydrogen or something else) for short flights (and plenty of A320 flights are short!), but...

To be fair, if Boeing is reliant on Charleston to get 787s delivered then Boeing cannot afford to have customers reject the aircraft at the pre-delivery inspection and then the aircraft need extensive rework, so they have a strong motivation to sort out the issues if it's the only 787 line.

Airbus have previously mooted a mid-to-late-20s programme launch for an A320 family replacement, aiming for a entry into service in the early 2030s. Realistically this is all going to be linked to the launch of ultra-high bypass turbofans. I'd be skeptical about a A220-700; the A220-500 will...

The belief has been that the A320's replacement, to better compete with the Boeing NMA ("new midsize aircraft"), which the A321XLR is effectively already competing with, will increase in size and the base model with be closer in size to the current A321, and the current A320 will be taken over...

A suitable drop-off location is difficult, though, given the North Clyde Line tends to be pretty damned busy all day.

Typically it has switched to diesel haulage at Craigendoran WHL, but obviously once under diesel there's nothing stopping it from calling at either Queen Street or Central LL (and it has previously run through both; the diesel emissions wouldn't be great but if it could get away with a brief...

In Club Europe, each leg is 40 tier points, so EDI - LHR is 40, LHR to Rome is another 40, then double that for the return, and bingo you're at 160.

Many low-cost long-haul carriers include no food and no checked luggage with their fares. A few legacy carriers offer hand luggage only fares, but they're still pretty rare long-haul. That said, I wouldn't rule out legacy carriers: they have large existing freight networks which will help the...

You don't want people to be incentivised to withhold information from the RAIB. There have been numerous investigations into safety critical failures (be it AAIB, RAIB, MAIB or their international equivalents) where staff involved have been willing to come forward and voice their concerns to the...