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I've checked other videos by Scotland's Railway and most of them are captioned in the same way. It is not necessary to embed the captions directly when YouTube already has subtitling functionality but as a deaf person I appreciate them putting in the effort.

There's also the fact that the railway has to operate continuously throughout the TRU, which severely limits the options available to manage the upgrades. The railway through Mirfield is the only direct link between Leeds and Huddersfield, Calderdale and Manchester; to close it for longer than...

South Yorkshire too, notably the Dore-Sheffield section where a flyunder just south of Sheffield station was removed. I think most of these reductions were done as part of resignalling schemes with signal box closures and BR would have been under severe pressure to cut costs in a period of...

I'm not sure 4-tracking the Castlefield corridor will do that much. The Borough viaduct wasn't just to increase capacity but also separate the Charing Cross and Thameslink paths through London Bridge to Bermondsey, but the paths through Piccadilly and Oxford Road are already too intertwined for...

The ECML looks like it's flat and straight enough for 140 mph running but if you look at maps it is actually mostly several straight alignments joined by short curves which may not be large enough for 140mph running so there's a good chance you'll have to realign the curves if you really want to...

In the document EIA SCREENING EK-B FINAL VERSION 27052, page 5: 1 and 5 covers the entire route from Larkfield Jn to Barrhead with 2, 3 and 4 covering the EK line, so both Barrhead and EK are due to be electrified.

Ah that works, thanks.

I might've missed it completely but is there a way to go to the first unread post from the thread list? It was very useful in picking up where you left the thread last time, and it was there in the previous iteration of the forums.

Manchester's capacity problems are much more severe than elsewhere because the infrastructure is clearly incapable of providing the frequencies demanded and all possible capacity solutions short of curtailing services will be extremely disruptive and expensive. And no, substituting frequency for...

I think it's important to see the Castlefield corridor issues as two separate problems: platform use for Piccadilly, Oxford Road and Deansgate, and junction conflicts either side of the corridor. The Northern Hub project to extend Oxford Road platforms and add another two platforms to Piccadilly...

A longer platform may have one or two of these signals when the platform is often used by shorter trains and the platform signal is out of view. A few platforms working like this still exist at Glasgow Central but some signals has already been replaced by banner repeaters.

There's this cab video where the train arrives at Sheffield using the flyunder (7:55): It has been speeded up and audio replaced unfortunately but you can use YouTube's controls to slow down or pause the video.

I believe that's why the Trent Valley has bidirectional signalling on the fast lines in the middle - it lets the lines switch over to paired by use so it can still operate if one of the lines is closed.

According to the SRS, the signalling between Kings Cross and Peterborough including the Hertford Loop and Northern City lines were originally installed in the 70s, making them 40-50 years old now and they should be due for a replacement in the next decade or so. You would be looking at design...

NR uses an internal 33 kV distribution network to connect up the DC substations as they have to be situated quite close to each other to provide enough power for the 3rd rail.

It's easier to just lock the tracks and points in place and let it go out of use than to modify the signalling. I can't recall where but on some lines north of Sheffield there are a few disused sidings and their associated signals have already been replaced with LED heads.

Except there is only a limited number of paths on every line. How do you decide which operator gets to take those paths? What if another operator enters the market on the line and wants a slice? If you have multiple operators, each is going to need its own fleet of trains, a depot to hold...

With the GWML being wired soon and the MML after that there will be pretty much zero IC routes without a significant amount of wires, so bimodes would still be beneficial. We also will have a surplus of 125mph DMUs, so there's no point in adding any more.

Tram-trains are suitable only when you have a preexisting tram network and you want to extend it onto lightly used railway lines. For the majority of the North this is not the case. And as already been said the way trams are used is very different to trains. Moreover, the infrastructure changes...

The MI 09 units on RER A are double decker, have 3 pairs of doors per carriage and are only 10 cm wider than most UK units. The problems here are the platforms and the restrictive loading gauge. The shape of the train tapers from the floor down to the wheels, and the platform overhangs...