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Redhill used to be consistently stressed on the wrong syllable (on the first, it should be the second), but I have not lived in the area for many years so this may have changed.

Since we're wildly speculating based on press releases, here is the actual text, as amended: Important to note here that this is as amended by the European Parliament only. The original text of this article as proposed by the Commision was: I highly doubt that this will go through as the...

That’s not necessarily true. ETCS isn’t inherently bidirectional even in L2, and given the UK rail industry’s weird aversion to BiDi I wouldn’t count on it being available everywhere. Worth remembering that the proprietary train control system (SelTrac I believe) used for the Jubilee line...

Battersea Park sees only very occasional London Overground services in one train a day. It’s mainly there in case of disruption rendering Clapham Junction unusable.

That is, I grant you, a huge amount of magnetic flux density - comparable with the confinement magnets at ITER, even. I hear it can also lift about 14t.

Is there really that much benefit to running both systems in parallel as opposed to simplifying the RBC and operations at the signalling centre and only using temporary balises?

Some worrying stuff in here.

Banning new third-rail-only rolling stock by requiring a 25kV pantograph on electrified units would over one rolling stock lifetime remove any barrier to new electrification and open up the option of replacing third rail as it became convenient.

Aren’t these cases where the platforms are on explicitly opposite sides rather than the same side? The same side is the default case, no? That for a two track line in both directions the platform is on the right for an island or both on the left for platforms on the outside of the lines?

The issue with ATO isn’t contracts—all the infrastructure and rolling stock is done, TMS notwithstanding. The issue is driver training.

As far as I can tell 8pm on the 3rd of August is, at the time of writing, in the future. Leaks and/or mysterious time travel shenanigans notwithstanding it’s probably a little early to know whether the programme is worth watching.

It’s great that they’re progressing, but how on earth did anyone ever think they would be ready in time for December 2018?

Energy spent shouting about something in proportion to the work done building it, which makes it unitless (joules per joule).

Are you referring to just the change of name? Or you think it shouldn’t have been connected to rest of the network?

Under any ETCS full supervision the train has to know its own braking capability and braking curve, including L1. In L2 and L3 the train can also tell the RBC its current position (packets 0 and 1) but while this does include speed, it doesn’t include braking curve information, so the RBC can’t...

Thank you, I’m very flattered to be compared with Thomas Aquinas. Yes. This is, if you’ll forgive me, a rather narrow view of what constitutes an upgrade. Replacing semaphore arms with colour-light signals doesn’t in itself increase capacity, but I think most people would agree that it’s not...

The Thameslink core has ATO, and that’s NR territory.

It does not need to be justified because the decision to switch has already been taken—from my understanding that was a condition on using the CBTC system under a derogation from the European Commission. What that means if we have left the Union is anybody’s guess, but assuming that either we...

Is this the case? I was under the impression that integrity monitoring was essentially trivial for an EMU, and the difficulty arises primarily with freight.

That is close but not quite correct, the distinguishing factor is that in L1 movement authorities are conveyed by balise (and potentially euroloop) whereas in L2 they are transmitted over a radio link, in practise always GSM-R. Lineside signals are essentially a requirement for L1 but L2 can be...