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It actually is, half-barrier crossings (AHBC) operate along the same principles.

Some rumours regarding the Talgos that have very recently been mentioned on a German forum: too high axle loads, especially for the Netherlands, where the maximum permissible axle load for full speed running is only 20 t instead of 22,5 t too high hotel loads, possibly to the point that they're...

… and despite being quite modern units, they still have a few windows that can be slid down quite a bit, although I guess that might be more something for summer than for winter. In principle I can recommend the hotel at Ospizio Bernina for a mid-journey break in that area (the restaurant at...

Specifically for Karlsruhe – it's only a tram tunnel, so vehicles are only 2.65 m wide, whereas heavy metros commonly utilise 3.00 or 3.20 m wide rolling stock, so that alone already shaves about a metre off the tunnel diameter. And the city and part of the interurban rolling stock are...

Both: The east-west tunnel has been bored with a TBM, the north-south tunnel north of Ettlinger Tor conventionally bored (probably New Austrian tunneling method), and south of Ettlinger Tor cut-and-cover. The stations were all done in cut-and-cover.

The new Karlsruhe tram tunnel has twin track in a single bore.

Don't ask me about the specific intricacies, but somehow it already works in the 15 kV 16.7 Hz countries, where full-on neutral sections are much more of a rarity as compared to classical 25 kV 50 Hz electrification.

Even for those the "tolerable" aspect is debatable. Looking at the suburban service, on Metro North only the New Haven Line is really half-hourly (but skips almost all of the intra-city stops in the Bronx), the Harlem Line already has a few hourly gaps and on the Hudson Line only some stations...

"Notarzteinsatz" is often used as a euphemism for a suicide attempt.

It can be, in so far as there is no ticket interavailability at all between competing long distance operators, and also unlike the UK split tickets give no passenger rights by default. The only saving grace is that so far there aren't very many of those competing operators around, though if you...

The biggest impact they've had is locally, because currently, track access in Germany is still based on dreams of a magic free-for-all-competition wonderland, resulting in an infrastructure operator being required by law to give priority to those train paths that net the highest income. This...

I remember from Bucharest (though it was probably the same in a lot of other places in Romania and Eastern Europe in general) that they also used to sell season tickets that were only valid on one or two lines, which would reinforce the tendency to a network design with lots of direct lines...

Another instance of duplication I've seen in Germany was due to a combination with motorised side blinds: At the front/rear the vehicle had separate blinds for line and destination, whereas on the side both were combined into one blind. So for the regular terminals, the side blinds contained two...

I was the one who dug that ticket up on the other forum – according to this document it "allows off peak travel on Valley lines services and Cardiff Bus (including Cogan and Penarth services)", but then again that file dates from 2004 (!). The only other major reference I found was this letter...

Yes, for whatever reasons Germany evolved to only use a limited number of fixed braking distances (400 m for up to 80 km/h (usually only on branch lines), 700 m up to 120 km/h and 1000 m originally up to 140 km/h, then extended to up to 160 km/h). Off-hand I can't really say how exactly that...

At least these days though the common wisdom is that reaching the calculatory brake force percentage necessary for running at speeds > 140 km/h under conventional signalling is impossible without having either magnetic track brakes or eddy current brakes available (doesn't mean that they're...

With emergency braking that might just be possible (though I've no idea whether that's actually realistic for UK rolling stock), but certainly not assuming regular service braking – that distance would require an average braking rate of 1.78 m/s², which in my experience not even trams manage...

Regular value for cant deficiency is 130, 150 being the exceptional value, and I've only recently come across some article noting that values > 130 so far don't seem to have been utilised a lot in practice (the article did go into a bit more details, but I'd have to dig it out and reread it...

And another one on RailEngineer.co.uk.

I'm a bit confused here why the ALR is mentioned here, though. Surely anybody who wasn't a UK resident would have already been using either Britrail, Interrail, or Eurail anyway? While lower prices for Eurail passes would indeed mean that Britrail sales among non-Europeans might suffer, I don't...