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I tried reporting things internally years ago when I worked for NR, but Kensington Olympia's down platform loop is still officially non-passenger (SO250.006, p.387 of the PDF), the Change of Mileage/ELR east of Lewes (KJE1 to KJE2, SO590.003-4, p.516) is still missing. Part of the problem with...

Can you share your surveys so we can get NR's records corrected from 1:226 and 1:92. I've pointed out before, the 1:85 is for the gradient rising from Acton Main Line station towards Acton Wells.

The Current Engineering Access Statement requires 3 platforms to be available for access each night (either 5-7 or 8-10). This ensures that if work is needed on platforms 6-9 then there will be no train on the adjacent track.

All posts here I can see relating to 1:85 are talking about the Acton Main Line - Acton Wells Line (the Poplars), not the Dudding hill line. No station is proposed on that section. My figure of 1 in 226 is from a rail industry diagram. While errors are not unknown, that would be serious margin...

Apologies, my first attempt at that post had the wrong branch from Acton Wells (the Acton Main Line GWML link). I now understand you were asking about the link from Dudding Hill line/Acton Canal Wharf and specifically the proposed Victoria Road station. This would be on a 1:226 gradient so...

Will be interesting to see their depot plans, and how that impacts on their first/last services.

The gradient from Acton Canal Wharf Jn to Acton Wells Jn is 1:226 down towards AW151 signal and then 1:92 down to the junction with the Mildmay line itself. Any new platforms would presumably be on the 1:226 section (where the Victoria Road underbridge is. RIS-7016-INS (iss.2.2) States: Issue...

The chances of OHLE extending past the existing limit at Acton Central is very, very, very low.

No, it's a logic test. If you can't move independently on each level then it doesn't have 2 levels. The Cambridge Dictionary defines a deck as a floor, i.e. something for walking on. https://dictionary.cambridge.org/dictionary/english/deck?q=Deck So double-deck would define something with 2...

However, the distance is short enough and speed low enough that the risk may still be within acceptable limits. For the trains, there's enough track from the WCML and ECML to access all 5 international platforms. AFAIK the Signalling hasn't been commissioned, but very happy to be corrected...

Probably, given CS require approximately £1 in support for every £1 revenue they make (or at least did a couple of years ago). The problem with operations is that nobody proposes a tree to fall across the line, or bridge to be smashed into by a lorry, but you still have to plan for it.

That restricts the train length, and therefore capacity, so the requirement to divert via the ECML from Euston would still exist.

4DDs weren't double deck. You could not walk through either level independently.

Not forgetting the volume of freight traffic through Acton Wells Junction. Even with additional tracks, if it's all on the level it'll be a struggle to keep the gaps clear for WLO to cross the job.

It's pretty much the largest you can afford if building a brand new network. See HS1 and HS2, both conforming to UIC-GC structure gauge on the brand-new infrastructure. Worth pointing out that as the BR network was built by more than 100 different companies it doesn't really have 1 loading...

If the bridges weren't tall enough for catenary then it may still have been installed in South London. Equally we came very close to Overhead electrification in the south anyway with the LBSCR. For me the biggest difference would probably have been on the freight side - more generous gauge...

And the CRS code for Bristol TM is BRI. Although in this instance BTM doesn't appear to be a CRS code (currently).

Technically it would be Passing an End of Authority without authority, as there's no signals at Moorgate. Is there no safety distance between the Block Marker and and the buffers?

There would only be an electrified route from Radlett to the GWML even if that extra bit of wiring was done, because the link from the MML to the Goblin at Carlton Road/Junction Road Jns isn't electrified. And the Goblin is missing important connections to the GEML and ECML anyway to really...

No, but this just means the Sub would need to be used by the portions rather than the full set, which isn't that big a deal. 'least change' option would be to propel the Edinburgh portion between Carstairs South Jn and the station, using the avoiding curve to avoid turning the train. Otherwise...