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As far as I'm aware, yes.

If we're being fanciful, I believe getting some of the Bedford terminators out of those platforms was part of the impetus several years ago of the proposal to reopen Bedford to Northampton...

As a former Bushey user, you have to consider it as more of a Watford South. The alternatives are basically to double back from Watford Junction: either waiting for a Overground service to Watford Junction, or staying on the bus, fighting through the town centre's traffic. If the LO service was...

*sigh* It's not hard - When you build new fast lines that don't stop, you don't have to thread them through the towns and cites that old (now) slow lines pass though, which do need to stop at them. This in turn frees you to use faster, cheaper alignments to further speed up the new fast lines...

HS2 doesn't need additional stations as there are already loads of stops on the HS2 slow lines - at Watford, Milton Keynes, et al.

I was under the impression that was one of the main selling points for the mooted OOC Chiltern platforms. Aside from them being additional terminal capacity, they can be used for the long services, freeing up the ones at Marylebone for stacking shorter services.

I don't believe so - these bridges were present at construction in 1926. I found a collection of great aerial photography on Britain from Above showing the line shortly after construction, i.e. https://www.britainfromabove.org.uk/en/image/EPW016517

Presumably, you could length platform 2a for an extra car or two's length by realigning the through tracks, moving the S&C south, then building out the actual platform? I imagine it might impact the line speed, but I would imagine everything bar freight stops at MKC anyway, so would it be that...

Apologies if this has come up before...I had a quick look and couldn't see anything. Basically, at Colindale and Burnt Oak stations, the bridge over the tracks is longer than it needs to be, which feels...unusual. I noticed and have wondered about this since I was a small child, and when I was...

A small corner of the common and a few industrial units is not a massive ask. Just ask the residents of Bedford! There's also the option of routing via Soham and Ely. Arguably, routing the freight that way frees up capacity along the line for more passenger service at Cherry Hinton, Fulborn...

Easily handled by a chord wherever the line branches off. Serving CS is just as viable regardless of which direction you approach by, it favours neither one option nor the other. The two are essentially the same thing. Improved connectivity creates economic growth. Mistakes can be rectified...

Don't get me wrong - I'm not suggesting for a moment that I think things would change, just that I think the wrong decision was made. All the embankments, tunnels, flying junctions et al. that are going to be built for the southern approach are, at best, a wash financially with the works...

I do still feel the need to serve Cambridge and Anglia via Newmarket without reversal is a unnecessary, and a northern approach makes far more sense, connectivity-wise. The ideal situation IMHO was always St Neots, Cambourne, Histon <- On the former St. Ives alignment -> Cambridge North, and...

Loosely related, but I've been meaning to ask for some time... Had the sell off of the old depot land alongside the throat not been quite so...."exhaustive", could the approach into the old platform 11 not have been extended a bit straighter, permitting the entrance into the old 10 to have...

Thank you for your excellent insight. Whilst poking around, I got suspicious, and read up on the history - seems the SLL tracks through Wandsworth Rd and Clapham High St. are the original lines (and accordingly, are the straightest), and read that when the LC&DR widened the railway, they added...

Obviously you would need to do proper calculations, but presumably assuming the viaduct could take the additional load, that you could raise the tracks slightly to level things off through the platform area and re-profile eastwards as needed to make the gradients gentle - there's no junctions to...

Essentially, I think we can all maybe agree that 5-car SLL platforms would likely end up on the "hump" adjacent to the tube station, and extending them for 8 cars would then have to extend either eastwards or westwards? In my opinion, starting at the High St. and extending eastwards give the...

The primary issue with doing things over by Nursery Lane is that you're stopping trains after the Catford Loop and the Chatham mainline have merged. Doing things further east means you have separate platforms, meaning you can timetable faster services to pass whilst still serving Brixton. I'm...

I always felt the ideal situation at Barking Riverside would have been an interchange station with the Goblin to having N-S underground platforms for a future extension across the river, and the DLR to have elevated surface E-W platforms on a route to Dagenham Dock.

I don't see why the overbridges would be particularly challenging? A platform doesn't have to support a great deal of weight, after all. You're effectively building a raised walkway alongside (or cantilevered off) the viaduct. I make it the desired 100m from the westernmost edge of the building...