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I don't see what there is to 'read up' on. O/D datasets for Watford, or any other individual station, are not available. Actually, with the right set-up, there would be no fast line capacity reduction from selective stopping at Milton Keynes. Since an O/D demand dataset for MKC, or any...

I'd have thought 'stopping a Fast Line train at Watford', and 'smart timetabling', are mutually exclusive concepts. I wrote, "The line is signalled for 20 trains in a hour. How many of those are usable, is dependent on various factors and is something of a judgement call. Even with the...

Electrification business cases aren't published. No way of telling. See above.

The Technical Annex doesn't make much of a case for the WCML being full. It says it 'could' be overcrowded in 2033, at its southern end, on Friday evenings, in a certain scenario. How likely that scenario was judged to be, the government won't say. See above. BTW, according to the...

The electrification RUS states "In the case of Midland Main Line the value is technically infinite given that it involves a net industry cost saving rather than a cost." I don't see any calculation of the net industry cost saving. What is it, in £?

There's no evidence.

Where did I state 20 trains per hour could run? 20 is Network Rail's statement of current fast lines theoretical hourly capacity. In the same way that 24 is HS2 Ltd's statement of its theoretical capacity. It would not give a train loading capacity of 65% (2016), because of Pendolino...

The Technical Annex is quite evasive about actual demand, and doesn't make much of a case for the existence of overwhelming 'capacity pressures'.

The vast majority of goods traffic goes by road. Even railway locomotives are moved by road. Adding or subtracting a thousand plus HGVs a day makes little difference. How it's operated, is fairly well known.

On those figures, excellent value, when compared to HS2's Manchester spur.

Surely this is the reason for having separate fast and slow lines. Much, if not most, of the European railway network is over 100 years old. What Network Rail does, is not exceptional. The existence of unused capacity hasn't eluded everyone at the Office of Rail and Road, and Network...

The line is signalled for 20 trains in a hour. How many of those are usable, is dependent on various factors and is something of a judgement call. Even with the current incredibly inefficient set-up, with crossings on the flat, more than 13 ought to be attainable with the right timetable. If...

12 fill the offpeak timetable, and more than 12 fill (parts of) the peak timetable, suggesting there is space for more. Always run, at Halloween. From an efficiency perspective, it would be better if they "didn't run", somewhere else.

The busiest section of the line is between Milton Keynes and Euston. For most of the day, there are only ~12 trains in an hour on the fast lines. On the slow lines, the situation is even worse, because capacity is wasted for goods trains which often don't run. I wouldn't say it's anything...

Most of the time, on most of the line, there's plenty of capacity on the WCML. The Scottish WCML is lightly used. The forecasts are for at least 80% of HS2 journeys to start or finish in London, but for most roundtrip journeys not to start in London. So, it's primarily for London.

The 'Continental' size train is supposed to have a capacity up to 550 seats. But the classic compatible train is supposed to have a capacity up to 550 seats. So where's the extra capacity?

The 'Continental' size train is supposed to have a capacity up to 550 seats. But the classic compatible train is supposed to have a capacity up to 550 seats. So where's the extra capacity? Are HS2 going to buy off the peg trains? How much is "Not a lot more"? If the difference in...

What does "need to be" mean? Why would HS2 tunnels "need" to be 'Continental' gauge?

What do you mean by 'tube-size'? In Europe at least, most urban metro systems do not have tunnels built to the dimensions of the national railway network. In no sense has technology made tunneling "cheap and easy". If plain line full size tunnels were cheap and easy to build with modern...

Not full-size, as in 'Continental-size'. Tunneling tends to be expensive and the more earth there is to be removed, the higher the bill. Hence the small diameter tunnels of the Métro de Rennes, etc.