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thinking about the old plans for 373's to run Regional Eurostar to Europe as well as Nightstar i assume they would need the same juxtaposed control and security checks so what was the plans for each station on the planned routes?, extra dedicated platforms,dual use platforms, checks on the trains?

do any online maps exist to show in more than per nation what signalling systems are used per line? e.g. to see where the Danish signalling ends and Swedish begins or Signalling specific to certain areas (e.g. Cambrian line ETCS)

https://www.elperiodico.com/es/sociedad/20200526/economia-empresas-renfe-tren-hotel-crisis-coronavirus-7975407 Renfe are using the current slowdown in traffic to axe the train hotel services permanently

so two independent ideas that could mesh well with each other HS-GW 360km/h line for the west country and south wales dunno about London termini as count start at new HS platforms at Paddinton, start at Old Oak Common or even share HS2 platforms at Euston and split at OOC would pass under...

would any advantage come from using 3 phase on sections of a hypothetical Ultra High speed (e.g. 500kmph+) Rail line? using single phase with a single pickup at junctions but for long stretches of high speed 2 additional pantographs could be extended to collect from 2 additional wires?

DLR Bank to Lewisham trains bypass West India Quay via a flyunder but there is a section of track that would allow then to go via West India Quay Platform 2 is that ever used for passenger services?

as the Title says what trains both UK and Continental have the required signalling and are approved to traverse the Channel tunnel?, apart from the maintenance trains all i can think of are the class 9000's, class 92's as well as the eurostar 373's and 374, do SNCF or and other continental...

considering the economics/age/pollution of the a 90 year old GWR 4900 you would think at some point they would upgrade the hogwarts express to something a bit more new/shiny? now thinking of a HST Hogwarts express now :D

simple idea basicly rather than 2 separate fleets for HS2 fleet and class 390 replacements just buy a larger order of HS2 stock and also use then on WCML into NR Euston, would require altering spec to HS2 train procurement for stuff like Tilting to enable WCML 125mph running but having a common...

if the UK just decided to replace TOPS numbers as they are now and start again with a UIC compatible replacement how would you lay it out?

so seeing the thread about adapting class 92's into bi-mode and the issues with that i had this idea instead for a new locomotive that is a high power Bi-Mode locomotive a Bo-Bo-Bo articulated configuration with 2 halfs: a 6500 hp electric car with a drive cab at one end that like the class 92...

had a idea about how to remove DMU's from smaller lines that wouldn't really make sense full OHLE too for financial/engineering work required and think the heart of wales line could be a great testbed so basicly BMU's that can run on 25Kv to take advantage of under wire areas they would already...

how hard/expensive would it be to as part of HS2 related projects expand the loading gauge of WCML south to: A: Provide backup routing for Future Captive HS2 Rolling stock when HS2 is out of action for maintenance B: Enable GC gauge Freight from HS1 up to the Midlands C: Enable Cheaper...