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In many ways I agree with you, though the distance from EB to London is 332m (as the crow flies) whereas from Lille to Marseille it's 500m.

But how many of the journeys would be non stop ? And if the answer is nearly all then how sensible is that ?

Quite, but in Spain and France (and even much of Germany) their lower population density meant they didn't have to do that so much, and they could make the lines straighter more easily. Population density (people per Km2) England = 443 (it's even higher if one excludes north of York and Preston...

They are countries with much more room, uninhabited land, than us ? 1774351847 Surely it's cost v benefit, and has been pointed out in a relatively small country like ours the benefit from 225mph running is not going to be as high. On the other hand in a densely populated country like ours the...

So why is 187mph, or 200mph later, OK for a huge country like France ? And what would the time saved difference be at - say - 150mph over 225mph for London to Manchester ? I thought one the main reasons for the construction of HS2 was to increase capacity anyway ? Even 125mph would help with...

125mph may have been too slow, how about 150mph or 175mph ? I never could understand why they designed HS2 for 225mph in this relatively small country of ours....

How much cheaper would HS2 have been to build had it been designed for - say - 185mph (or even 150mph), and how much difference in the end to end journey time would it have made ?

I can't help thinking E Bay ?

I would be very interested to know what that's on sale for !

So we come ack to the old argument, which I believe Robert Adley campaigned on, if they insist on closing lines stop them building on the trackbed so it can be reversed at reasonable cost if that ever proves necessary.

I have often thought it was a mistake to close the Lincoln avoiding line, it seems an even worse decision now the joint line has been upgraded for freight (particularly container traffic).

Why don't the Police, or even NR, do "sting" operations then ?

I believe theft of signalling cabling etc is still an issue, so my question is why ? How are the thieves getting rid of the scrap "no questions asked" since the 2013 Scrap Metal Dealers Act meant that all scrap must be paid for by a traceable method and in addition ID must be taken for all scrap...

I have "Line By Line" East coast, I like it. It has track layouts, gradient profiles, miles and chains distances, sites of closed stations and OS map extracts of some locations. It was first published in 2002 but most of the infrastructure is still the same...

Does anyone know why ? Is it a distribution arrangement or simply a fall off in demand ? Whatever the reason it's a bit sad really....

Quite..... 1772013452 I feel more calculations coming on..... Standard Class 309 EMU = 6.6 hp/ton 10 car Class 309 EMU = 7.7 hp/ton (both at continuous rating, maximum - for a short period - would be higher ? ) Class 40 + 11 = 3.1 hp/ton Class 40 + 8 = 3.9 hp/ton Class 47 + 11 = 4.1 hp/ton...

Sounds very interesting.....

Does anyone know the peak power that class 309s could pull out of the wires, or is it not like with locos (which have two ratings peak and continuous) ? 1771926472 A class 47 on 7 : O S Nock would be having kittens...... I wonder what he'd have thought about a 4 coach HST !

I was musing on the performance differential between a Class 309 EMU and a class 47 hauling 8 coaches. The class 47's rail horse power would be about 80% of it's rated power (i.e. 2064 hp) and total train weight about 400 tons : 5.2hp/ton Interestingly O S Nock would probably have described 8...

Thank you for that !