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The article focuses on the Heathrow Express (HEx), a high speed railway program in Great Britain worth £1 billion owned by Heathrow Airport Holdings. Topics discussed include the development and the history of the HEx program, the services offered by the program, and trains that were used in the program such as the Class 332 vehicles. Also mentioned are the contractor of the program which is Siemens, the impact of the Thameslink Programme on HEx, and the High Speed 2 (HS2) program.

The article discusses arguments against building a new high-speed line, High Speed 2, to the North in Great Britain. According to the author, the capacity case for new lines has not been made, and the business case does not stack up. The author cites the deterioration of the Benefit Cost Ratio from 2.4 in January 2010 to just 1.7 in August 2012. The author also claims that the HS2 offers no environment benefit.

The article explains why Great Britain needs High Speed 2 (HS2), a proposed new high speed rail network project that will link London, Midlands and North of England. According to the author, major cities on the main lines to the north will benefit from HS2. Cities such as Newcastle, Glasgow and Edinburgh will also benefit from the project because trains in these cities will also use HS2. The author points that HS2 will offer massive economic benefits to the country.

The article explains how Milton Keynes and the rest of South Northamptonshire and Buckinghamshire, England can benefit from the proposed high speed rail project High Speed 2 (HS2). HS2 could provide benefits to Milton Keynes by providing a commuter service to London with the capability to meet passenger demand. HS2 could also improve links from Milton Keynes to other areas such as Glasgow, Yorkshire and the North West.

The article discusses political and engineering challenges associated with High Speed 2 (HS2), a proposed high speed rail project in Great Britain. Producing trains that can run in both existing rail network and HS2 could lead to higher cost. Other challenges with HS2 include its competition with associated rail network, financial risk, and complexity of the construction job.

The article proposes ideas on how to improve the rail link in Heathrow, England. Heathrow Express is described as having a high quality stock, high frequency and fast travel times but with high fare rates. The issue concerning the decision of High Speed 2 not to provide direct links to Heathrow is considered. The author argues against the Airtrack scheme, which will link Terminal 5 with the South West Trains Windsor branch.

This article examines prospects for the proposed High Speed Rail 2 (HS2) in Great Britain. Particular focus is given to the projected increase in demand for long distance travel on the West Coast main line and the HS2 route by 2033. It notes that the strong growth in rail travel reflects rail's share of a saturated market. It points out the failure of both Eurostar and Southeastern High Speed to meet their growth forecasts. It argues that the expected wider economic benefits of HS2 can be attributed to an increase in conventional capacity.

The article presents some global perspectives on high speed rail systems. Ignacio Barron, the director of High-Speed of the International Union of Railways, presented his requirements for operating high speed rails. The speed of the worldwide network of high speed lines are mentions. Barron points out the energy efficiency and carbon emission of high speed rails. The costs of a high speed rail system in euros is shown.

The article focuses on the double-deck Duplex TGV which is firmly established as French National Railways' (SNCF) preferred equipment choice for its expanding network of long-distance high-speed domestic and international passenger services. It states that the Duplex project began as an engineering-led rather than a commercially-led project. It mentions that the rolling stock design teams of the SNCF produced an online specification for a bi-level TGV combining the benefits of increased passenger traffic, enhanced comfort and operational economy.

The article features the Class 395 commuter trains for Southeastern set for regular service in December 2009, from London to Kent, England. The train, called Javelins, which runs at High Speed 1 (HS1), 140 miles per hour, was made by Hitachi of Japan and Southern and will be supplied with 2+ 6-car units. Communities that will benefit from the service include Victoria, Canterbury and Maidstone. INSETS: Preparing for the Thameslink upgrade;Upgrading the Networkers.

The article presents a report on the plans and the challenges encountered in creating High Speed 1 in Great Britain. It discusses London and Continental Railways (LCR) Organization, vibration mitigation, major section 2 contracts and St. Pancras area contracts. Key elements that contributed to the success of the project include teamwork, planning, procurement, timing, having the right team and right organizational structure, cost effective management and a no change policy.

The article focuses on the final stages of the Channel Tunnel Rail Link or High Speed 1 (HS1) in London, England. As of March 2007, testing and commissioning work for the second section of HS1 is underway. HS1 will be completed with the total project cost of £5.8 billion. The high speed line is being designed and managed by Rail Link Engineering.

Explores the value of building a high-speed railway system in Great Britain. Impact on the capacity of rail networks; Carbon dioxide emissions from railways and aircraft; Overview of how high-speed line will rejuvenate the economy in the Midlands and the North of Britain; Benefits of high-speed lines for depressed regions.

Several letters to the editor are presented in response to articles in previous issues including one on factors that can be drawn from European high speed rail experience, another on the diversion of High Speed 2 via Heathrow and one about the Southeastern highspeed preview service.

The article focuses the collaboration among the British-based local authorities and businesses, led by the councilor Jon Collins to support the High-Speed two (HS2) route in East Midlands region in England to provide opportunities for the region and addresses issues on HS2.

The article discusses the National Audit Office's (NAO) report on the potential delay in the 2026 target opening date for the Phase One of HS2 high-speed rail, with the Department for Transport asking the HS2 Ltd. to assess the impact of extending the timetable for opening of the first phase.

The article focuses on the engineering services company SNC-Lavalin which provides the modernisation of the network such as the high-speed HS2 line and the Digital Railway programme.

The article reports the Phase one of High Speed (HS) two Hybrid Bill between Birmingham and London passed by the British House of Commons on March 23, 2016 has granted by Royal Assent method in the Great Britain Parliament on February 23, 2017

The article focuses on the background of the rail network developer High Speed Two Ltd. established by the British Labour government and chaired by the politician David Rowlands, such as the review of the HS2 plans by the Conservative-Liberal Democrat and the revision of the line of route.

The article offers an alternative vision for coach interiors on designing high speed trains in order to compete with airline services. The authors propose a design concept that uses a 1+1 seat configuration. Among the benefits of a premium class interior of the format include the freedom provided to passengers to personalize their travel space, ability to compartmentalize the premium saloon area, and the opportunity for operators to charge a significant premium for first class service. Also a significant benefit is increased revenue per carriage.

This article deals with the continued success of Siemens in the British rail industry. Siemens is a major force in railway equipment supply in Great Britain since 1843. It notes the possible inclusion of Siemens' Vectron locomotive in Britain's Inter-city Express Programme alternatives. The total value of new trains and services sold by Siemens in Britain from 2000-10 was 1.8 billion British pounds. Particular focus is given to Siemens' involvement in the development of a London specific version of the new Inspiro metro train platform.

The author emphasizes the need for transparency on the costs of High Speed 1 (HS1) freight in Great Britain. An overview of the consultation papers issued by HS1 and the Department for Transportation (DfT) regarding the charges and conditions of freight on HS1 is provided. The author argues that the industry has not agreed to the latest consultation draft like the DfT assumed. The author criticizes HS1 for its failure to realise that the European legislation requires a minimum access charge of short run marginal costs (SRMC).

The article offers information on the high-speed trains of Alstom, the Automotrice à Grande Vitesse (AGV) and Train à Grande Vitesse (TGV). AGV is an Elisa test train while TGV is a gas-turbine train, both with distributed power according to Director François Lacôte's of Alstom. Despite's Alstom's financial affliction they succeeded with the development of AGV giving the company a better vision of the future according to the article.

The article focuses on King's Cross railway lands, the Stratford railway lands and the Ebbsfleet station which are the main areas of opportunity for the £10billion economic regeneration that the High Speed 1 brings. High Speed 1 is a high-speed line from Great Britain which runs from London to Paris in about 2 hours and 15 minutes. Also discussed are details on how the project can be achieved based on the principles of land acquisition where the railway will run, management and regeneration of nearby areas and properties and station route set-up.

The article focuses on the candidate design of High Speed Two rail in Great Britain, proposed by Greengauge 21. It is stated that the candidate scheme follows a combination of Chiltern and M40 alignments to find a route that also serves Heathrow. The pattern of the service, including the routes, is illustrated.

The article presents various arguments on the development of High Speed Two in Great Britain. Regarding the cost of high-speed rails being much higher than in other countries, it is stated that High Speed Two has a much better value as it can use the assets of High Speed One in the London area. According to the article, high-speed rail can be built into central London and central Birmingham without the need for expensive tunneling works. It is also stated that high speed rail can provide many benefits.

The article discusses the regional express service opportunities High Speed Two rail can provide. The benefits to be brought by high-speed rail in Great Britain are listed, stating that it provides a fast and reliable travel to London, provides a fast and continuous travel between Heathrow and central London, and provides a new range of travel opportunities for the South East. Illustrations of the rail's service opportunities are included.

The article discusses the plan of developing a second high-speed rail in Great Britain. The objectives of building a high-speed line are listed such as providing additional capacity for travel in Great Britain, providing connection between the city regions and international gateways and improving the long term sustainability of its transport system. The rail will also offer an accessibility boost to the major city regions it serves.

The article focuses on Greengauge 21's proposal of building a high-speed line in Great Britain. During the House of Commons Transport Select Committee hearing, Rod Eddington stated that there was a role for high-speed rail in the country if proven technology is to be used. According to the article, it is the North West Corridor that makes best sense for the rail extension.

The author reflects on the plan of building High Speed Two rail network in Great Britain. British government advisers Rod Eddington and Nicholas Stern believe that the thought of using established technology in planning the rail line is important and that it should start now. The advantages of developing a second high-speed line are discussed including the benefits it will bring to the economy.

Presents photographs of several high speed trains (HST). Midland Mainline HST; Hired-in GNER HST; Hired-in Porterbrook HST.

The article focuses on an alternative route for the western leg of the High Speed Two (HS2) railroad line via Stoke-on-Trent, England, proposed by an alliance of business and community leaders to the government and to High Speed Two Ltd. in 2014. The alliance claims that the Stoke route would provide environments, economic and cost benefits and will serve a bigger market. The details of the proposed route are discussed.

The author suggests that the proposed high-speed 2 (HS2) railway project might make more sense that some of the new lines that have been built on the European mainland. He cites the lack of services on the high-speed route from Perpignan, France to Barcelona, Spain, and compares the European route to the well-patronised New Street railway station in Birmingham, England. He also considers the 18 trains an hour frequency planned for HS2.

The article reports on the plans of the Euro Carex consortium of airport and rail operators to create a consortium of high speed freight services using the high speed rail network of Europe. The consortium will be acquiring up to 25 high speed trains fitted with aviation container roller ballbearing-equipped floors. The said network will link all major airports in the continent.

The article reports on the decision of Dutch high speed operator High Speed Alliance (HSA) and KLM Air France to maintain an option of lower supplements for travelling by Fyra high speed services via the HSL-Zuid high speed line until January 1, 2012.

The article reports that Portuguese rail infrastructure company REFER has opened the Variante de Alcácer high speed route between Lisbon and Faro.

This article reports on the possible introduction of a rail freight service on High Speed 1 from the Channel tunnel to Barking, England in November 2010.

This article deals with the revision made by Hitachi Europe on its train designed for the Inter-city Express Programme (IEP) amid a report by Sir Andrew Foster into the value for money for the IEP and credible alternatives.

The article reports on the agreement of the governments of Spain, Portugal, and France in early June 2010 to coordinate the planning and development of high speed railroad lines planned or under construction that will eventually connect the three countries.

The article reports on the major disruptions to the high speed services of Eurostar and Southeastern on July 8, 2010 due to reported lineside fires inside the Thames tunnel resulting in the closure of High Speed 1 for several hours.

This section offers news briefs related to the Russian railway industry including a terror attack at two Moscow Metro stations on March 29, 2010 killing 39 people and injuring another 70, and the unveiling of a 660-kilometer high speed line linking Moscow and St Petersburg by Russian Railways in April 2010.

The article reports on the decision of the British Conservatives to dismiss plans for an interchange on High Speed 2 at Old Oak Common, after Tory transport shadow Theresa Villiers labelled the proposed stop "Wormwood Scrubs International."

The article reports on the development of measures to ensure the future of the CrossCountry railroad franchise by Arriva in light of a 2.4% revenue growth in the first five months of 2009 against a target of about 10%. The firm ensures that the franchise will not fail. Rumours about its intention to stand down two of its five diesel High Speed Train sets were denied by the company. Also noted is a legal dispute between CrossCountry and Bombardier over diesel fuel price.

This article reports on the plan of Network Rail (NR) to transform the rail network in the north of England over the next 20 years. In January 2010, NR will publish a "Rail in the north" study and will determine key infrastructure improvements needed prior to 2020. NR is considering high speed rail lines in Sheffield, Leeds and Newcastle.

The article discusses New Lines Programme, a high-speed railroad study commissioned by Network Rails published on August 26, 2009. It reveals that the British railroad scheme involves a line from London, England to Glasgow, Scotland and Edinburgh operating in Birmingham, Manchester, Liverpool and Preston. It also mentions that the proposed railway project will cost 34 billion British pounds.

The article reports on the possibility for freight to move on High Speed 1 (HS1) by Christmas 2010 in line with the agreement between HS1 and Systra. Paul Chapman, managing director of HS1 relates that under the agreement, Systra will be fitting TVM430 signalling to the Class 92 railway locomotives. Chapman adds that he expects the first 92 to be on test in October 2010.

The article reports on the opening of the Madrid by-pass line in Spain, by infrastructure company Adif on January 10, 2009. It states that the by-pass line is a short section of high-speed railway connecting the Madrid-Seville and the Madrid-Barcelona lines. It notes that the line is laid out for a speed of 230 kilometres per hour (km/hr) except for one km at the northern junction. According to the article, the distance between Seville and Barcelona can now be covered in 5 hours and 39 minutes.