As long as people are ok with it taking the best part of 30-40 minutes to do Euston to Haringay.
Doubt you would fit it on the NLL with the crossing moves at Kensal Green and Harringay Park junctions.
How many members of the BLS are there?
Tell me about it, Avanti are incredibly unreliable. As for the capacity issues on XC...
Compared with when? Compared with pre-pandemic LNER have already recovered fully, whereas XC and AWC are 30% and 20% down respectively. No surprises when LNER was able to return fairly quickly to a full service whereas Avanti has been beset by crew shortages and XC by a lack of rolling stock (a longstanding issue made worse by the withdrawal of HSTs without replacement). LNER are clearly quite confident that their passenger demand will hold up as they've just hiked fares.
364m. Not a lot of places that would fit that can't already take a 400m set.
So after LNER had already recovered most of its traffic? Better to use a year unaffected by disruption as your datum for a fair comparison, no? Like 2019.
You need to reverse on the Down Slow outside Kings Cross to do that, that is hideous. At Haringay you are away from the main lines. How are you reversing at South Hampstead, unless you are doing it in the Kilburn loop? That is even worse as you are crossing the slows on the approach to Euston twice, once at Camden Jn and again at Kilburn.
Won't need to compete if the UK follows France and Spain's lead and bans domestic flights where there is a train equivalent. Though their initial laws are based on journeys covered in 2.5hrs by train, the intent is to gradually increase that.
Interesting point on codesharing. Not sure it is required though or how it'd work given you don't check in and have boarding passes scanned for intercity rail in the way you do for flights.
Branch Line Society. People who go out of their way to travel on very unusual routes (often to the extent of walking to the very end carriage to red pen a siding right to the buffer stop)
As he says the plan in Europe is to tighten the rule over time. The post-HS2 timings will comfortably fit within the four hour limit originally proposed by the French.
Better get a shift on and build the full network then. Edinburgh via Carlisle was supposed to take 3:40 with Golborne built, and I reckon that Edinburgh via Newcastle would drop to 3:30 with the Leeds leg built. You'd be surprised how a small drop in journey times can have a disproportionate impact on ridership - especially when you take it below a psychological threshold (particularly round numbers in the same sense that shops knock a penny off of their goods to make them feel much cheaper).
There is physical space at Newcastle for 400m long trains, the longest platform is 350m and you could get 500m long platfroms in by extending the shed over the car park. Historically there was a shed and platforms where that car park is.
I have also done a Google Earth exercise/thought experiment on getting 400m trains into Newcastle. It is still extremely challenging even with the use of the car park.There is physical space at Newcastle for 400m long trains, the longest platform is 350m and you could get 500m long platfroms in by extending the shed over the car park. Historically there was a shed and platforms where that car park is.
I know those existing platforms are bays, I grew up in Prudhoe.
Immediately before the east end suburban platform removals and the new island being built for P5-8 there were only three through platforms, formerly 8, 9 and 10 and now 2, 3 and 4 so there isn’t really a through platform that can be “reinstated”. You could quite reasonably link P1 and P9 as a new long through platform though.
# You knows what a meant, there is physically enough spaces to put some through platforms through that fit 400m trains.
