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Sounds as though theoretically you are only valid on the Cologne - Frankfurt high-speed line and not the classic Rhine Valley route - but in practice I'd be flabbergasted if you got any hassle going that way.

Thanks very much - I did not know that, and this is very useful info.

That's a good point - though presumably the MD trains are compulsory res, which may be an issue if you are on Interrail for example.

Worth saying perhaps that for the Cerbere / Port Bou alternative route, the RENFE Cercanias / Rodalies trains to Barcelona are pretty awful - really basic, austere EMUs (somewhere between Pacer and EN57 in passenger ambience!), only 3 cars so grossly overloaded to/from a long way out of...

I guess that depends whether you count the so-called "IC2" services (class 147 loco and 5 double-deck push-pull coaches) as a proper IC train, or just as a Regionalexpress with pretensions...

Just one extra point: it might be worth you being explicit in your posting / advice that to use Eurostar, you need to be valid both in Britain and in the "other end" country, as well as of course having the reservation.

Ah, thanks for clarifying. Yes, of course that makes sense.

Are these units intended (amongst other things!) to replace the loco-hauled trains currently running Hamburg - Copenhagen? I know these are intended only as an interim solution. Thanks!

Not NightJet, but České Drahy were as prompt and efficient as you would expect in issuing my compensation when I was delayed a few weeks ago on the Praha - Linz - Zürich sleeper, but you need to apply to the railway from which you bought the ticket, so obviously the efficiency of the service...

I agree that it would be great, to serve the vital Balsthal to St Pancras market! ;-) BTW Ad the idea of Frankfurt: would you really want to be tying HS1 and the Tunnel, plus the French & Belgian HSLs, to German levels of performance? Not a wise idea operationally, I would suggest! At least...

TPE.... ;) 1698233858 While what you say is of course entirely pertinent regarding total opcosts, I agree, the direct per-mile costs will be fuel and VTAC - unless of course somebody is attempting to calculate an average of an average of an average (or similar!), which does take into account...

You're right, of course - but there are those of us who are fighting against this stuff. The words "job" and "uphill" may come to mind at this point....... ;-)

I don't mind stats, so long as they are honest ones... I have plenty of my own up my sleeve!!!

Just spotted this in the "prospectus" (which has not, ahem, landed terribly well amongst "key stakeholders"): I can only assume this refers to variable track access charges. (The second point has already been ably debunked by other posters!) My CP7 spreadsheet tells me...: Class 68...

Nail / head interface on pretty much all counts, @sjpowermac!

Yes indeed: it's worth emphasising that no decisions have been made as yet regarding the future of this fleet beyond the December 2023 temporary timetable.

Yes.

Yeah, dare I say that, as @VauxhallNova says, to be honest there's a bit of an urban myth in there, really! There wasn't such a requirement in the ITT / franchise agreement - but what you say re supposed quick availability is right (not that it proved accurate in the event, of course!). To be...

I guess it depends how much of a Tatra anorak you are... ;-) But I think the T3s in service on other routes have modernised electrical equipment, so don't sound as good as 'unbent' ones... Happy to be corrected, of course!

By the way, for Prague do make an effort to go on route no. 23: it's worked by heritage Tatra trams (T3 or even T2), but unlike the other, full heritage/historic route(s?), normal tickets are valid and it's part of core network. Unlike the T3s on other routes, the T3s on this route are un-bent...