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The line is used by a lot of freight, Channel Tunnel traffic especially, but not all of it runs on the day of course. The problem is trying to marry paths north of the River to paths south of the River and there aren't many bolt holes south to hold things awaiting a path. Paths on the WCML...

Complicated territory here, Part D in essence covers the timescales for producing the New Working Timetable, Informed Traveller, Train Operator Variations and everything inbetween including A for C. A for C timescale is detailed in Network Code Part D3.3.6 which I agree isn't in easy to...

Suspect it depends on the individual ARS system and location but I know some places ARS will effectively kick the schedule out and the signaller will manually have to intervene and signal the train, especially where there are multiple routings possible. It's the same if it comes across an...

On the day itself can't be done within train planning, needs to be done by Control. Best that can be done is making a change before c17:00 on Day A and it'll go out in that nights run for Day B, this isn't guaranteed but works 99% of the time.

I'd have let the word "bid" slip until someone mentioned Part D, known officially as an "Access Proposal"! Part D is available if you google it

Trains can run late due to others running early! Re developing the timetable it's the old saying... you can't please all the people all the time. Also worth checking out a Track Access Agreement on the ORR website, seek out Schedule 5 and those tables details what operators have to abide by...

Network Rail ultimately "publish" the timetable, individual operators have commercial aspirations and obligations, both sides work together to come up with the best plan possible. The trick is to try and accommodate everything, some get what they want, some has to be a compromise. There's a...

Extending the opening hours / reducing the Section 4 times isn't always easy. Although no work is done every night it remains a possession opportunity, thus can be used at any time within the Section 4 times by maintenance knowing it is non-disruptive (i.e. no booked service) and no negotiation...

It's also right behind a Down Kings Lynn, may explain the lack of an Ely call, or the fact the station may close after the Kings Lynn departs. Section 4 of the Engineering Access Statement is full of "if x is blocked, y must be open" and possessions are only agreed if diversionary routes can be...

Coach A on Platform 2 at Tamworth (low level Up Slow) to the exit is a hike, worse if you need to use the lift London end of the Platform. In fact Platform 2 to Platform 3 (High Level Derby platform) if you need the lift is worse, three lifts I believe.

The 317s were certainly on Thameslink Moorgate services during my MML commuting days of 2000 - 2006 though I think post core blockade (when they constructed the concrete box for what is now St Pancras Low Level) they went having been replaced by the 319/0 and 319/2 units I think. The 319/2...

Long time lurker, first time poster... I feel for you, I'd love to be more frontline. I'm colour blind and also have a lazy eye and for me anything front line is a straight "no". There are plenty of other jobs to do on the railway that are just as exciting, in mine I still get to visit 'boxes...