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Oops! But yes, the ORR.

Ultimately the person who pays the piper calls the tune, and TfL does not pay the piper. In the end, Westminster does. If Westminster wants this, and it would save them a lot of money in comparison to the alternatives, the Mayor would ultimately have to make a deal. Alstom is still building...

Well it doesn't help that HS2 has nothing to offer but vague promises that they will benefit. And the public has learned, through long and bitter experience, that vague promises from politicians are essentially meaningless.

A ~360m rake of TGV-M trailers probably isn't going to be much heavier than the rake of trailers on a first-generation Eurostar set. Its probably possible to get the performance necessary to path things on LGV Nord with modern power cars.

But are we really talking about the Chiltern Line? We are talking about a branch line that happens to operate into Marylebone, it's arguably less a part of the Chiltern Main Line than the Watford DCs are a part of the WCML. At least the Watford DCs end up next to the WCML rather than several...

Eurostar did order 400m units last time though, even though they could have ordered 200m units if they had wanted to. So I think there is probably some sort of commercial driver in that direction.

.... I wasn't referring to any sort of safety requirement? I was merely suggesting that they might want 400m units to continue the Eurostar thing of having 400m units? 1715810123 TGV-M are likely capable of being made compliant with the requirement given they are built to include internal...

I'd guess the major determinant of TGV M or not is whether or not they are capable of building a 400m set with no intermediate power cars. I imagine they probably can given they only have to do 300km/h, but they might need to beef up the power cars to do it.

This project isn't really of national importance in any meaningful sense.

A GP60 weighs ~273,000lb, which is 124 tonnes. It's the weight of a UK Co-Co locomotive!

I don't see why this solution is preferable to simply extending the Met. It just forces an additional change at Harrow or wherever to little advantage. Why is a train to Marylebone with a change at Harrow to reach most destinations superior to a train to Baker Street/beyond? The absolute worst...

If any serious attempt was to be made on reviving locomotive hauled stock, we would first have to define a cast iron compatibility specification for all features we want a modern train to have. It would have to have room for growth in capability in a backwards compatible manner. Ofcourse, if we...

JR East was always far more bullish on double deckers than the rest of JR and they've been suffering from declining passenger numbers for a while. Both due to declining population effects but also post coronavirus commuting changes, which finally finished off the last double deckers. The only...

Not a chance. The project has acquired such a toxic reputation with the public that it would probably be as crushing a result as the AV referendum. 1715734386 There are also people who believe the scheme is a black hole that will swallow up ever increasing supplies of money, and just want the...

If the Mayor of London wants to continue receiving billions from Westminster, he will, as they say, have to play ball. If the deal that pays TfL to take over this service gives service parameters then the Mayor will not be able to do anything.

Yes, that's why the figure was 6km, not 12km! ~£4m per single track kilometre to ~£8-9km per route kilometre. Well more that you can't just take a third rail dual voltage unit and run it on fourth rail by adding a shoe and doing nothing else. It would require a different internal wiring...

The recent MML projects have implied single track kilometre costs on the order of £4m. Network Rail claims they can cut this figure, but they have claimed that before and repeatedly failed to get electrification costs under control. So I don't think its really reasonable to cost for anything...

The unlimited supply of money option is the one where 25kV reaches Aylesbury via Amersham! Even the electrification of the 6km or so of route between Harrow-on-the-Hill and the Wembley Complex would probably cost more than simply moving the depot! YOu won't get much, if any, change out of £50m...

The depot is not required to be there forever, given that Chiltern's fleet would be shrinking significantly after it loses responsibility for the Aylesbury-via-Amersham line, you could just move the depot. It's not a particularly extensive site as rail depots go. Chiltern Main line...

Based on current experience, vanilla double track OHLE will cost something like £9m per route kilometre. It will get very expensive very quickly. I doubt truncating the Metropolitan Line to Rickmansworth and dumping people into Marylebone (a markedly inferior terminus to Baker Street is almost...