"Stephen Sangwine" wrote in message
news:2010040620394216807-sjs@essexacuk...
On 2010-04-06 12:30:39 +0100, "DW downunder" noname said:


"Stephen Sangwine" wrote in message
news:2010040519504716807-sjs@essexacuk...
On 2010-04-04 13:15:41 +0100, "DW downunder" noname said:


"Stephen Sangwine" wrote in message
news:2010031918314916807-sjs@essexacuk...
On 2010-03-18 18:36:08 +0000, Bruce said:

On Thu, 18 Mar 2010 09:25:07 -0700 (PDT), kev
wrote:

snip

snip


I think it's an excellent idea. In fact it is such a good idea that
Old Oak Common (OOC) should be the terminus of High Speed 2.

If OOC is going to include interchanges with all those lines, there's
precious little point going on to Euston where interchange
opportunities will be far fewer. That will also save the not
inconsiderable cost of rebuilding Euston.

HS2 needs to connect to HS1 doesn't it? If you look at the area near
Euston on Google maps there is an easy connection from HS2 to HS1
via Primrose Hill and Camden Road and the track layout at St Pancras
has two connections to the North London line. There is space for more
tracks through Camden Road. Put the two lines together and we could
have DB ICE3s running through to Birmingham and Manchester. That is
why the London terminus has to be at Euston and not Heathrow or OOC.

I agree the OOC plan is a good one. Having a major interchange
mirroring
Stratford makes a lot of sense.


That means using the EU low-platform standard, rather than level access
@ ~ 1100mm suited to all wheeled items, whether wheelchair, mobility
scooter, pram/stroller, luggage .... etc

I haven't seen this side of things discussed, but rather expect it to
be a matter of some significance.

I read the comment about IC3s as inferring the use of DB stock on hire
to provide domestic services. Through services from German cities are
for a future dimension when Fortress Britannia is dismantled to become
immersed in the melange of Greater Europe.

DW downunder

There has been talk of ICE3s running through to St Pancras, which does
not have low platforms, so running to Birmingham would be no different.
The spacing between platform edge and track would be critical - stations
with domestic-standard platforms such as Birmingham New Street would not
be suitable, but the international platforms at St Pancras are not built
to domestic UK standards.


Then to which standards are they built? ... and how do Euro* trains cope
with the differences from French low level platforms ... do the ICEs
have similar means to adapt?

DW downunder

Eurostars have steps that extend to different amounts depending on the
type of platform (UK, Belgium, France). This must be set by the driver
I imagine, according to the system they are running on. As a previous
poster has noted, ICE3s also have to cope with different platform
heights, presumably by similar variable extending steps.


OK, thanks for that Neil and Stephen. Back to my question, do you know what
these platform standards a

250mm, 300mm, 700mm, 915mm, 1100mm arl (above rail level); 1450mm, 1475mm,
1500mm, 1525mm, 1550mm, 1575mm, 1600mm from rail centre line?

German high and low; Netherlands; HS1/Euro*; SNCF etc

Also, how do they meet EU/EC accessibility requirements, including for
wheelchairs?

Thanks

DW downunder