Christopher125

Can't find it now but pretty sure I came across a video of two bi-modes working in multiple, one in diesel mode and the other in electric. They've been doing that for years haven't they? Skipton was an issue but that's been rectified IIRC. GNER Class 91 at Bradford Forster Square 1999 by Dales Rail Photographic, on Flickr

It's not just an issue of affordability, but value for money - the business case for electrification has been undermined by the massively inflated costs. As for Londoners paying the whole cost of Crossrail 2, if they could keep all their tax revenue I'm sure they'd be happy too.

I'm surprised you have that impression, the new consultation makes no mention of any services moving to Thameslink nor have I seen such changes suggested elsewhere. I can't see anything that suggests a change to the DfT's previous thinking - two Corby services per hour worked by "high quality trains suitable for the long distance London commuter market on the Corby and Kettering routes, with up to 12 carriages". https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/630614/east-midlands-rail-franchise-public-consultation.pdf

The official statement said NR would investigate "improving journeys times and connections across North Wales" but that's pretty vague, and IMO more likely to allude to infrastructure improvements than bi-modes. https://www.gov.uk/government/news/new-improvements-for-rail-passengers-in-wales-the-midlands-and-the-north

Wires will be required, presumably now funded by HS2 or perhaps as part of the Northern Powerhouse Rail scheme.

It hasn't affected investment - funding for CP5 was increased at least once, not reduced, and CP6 has yet to be decided. Alas it's electrification reducing investment in the rest of the network, principally the vast increase in cost, disruption and time required to deliver the Great Western Scheme. That has hoovered up much more of the CP5 budget than expected, torpedoed the economics and political support for similar schemes in the future, and persuaded the DfT to look for alternatives.

Already done it seems, and they've modified at least one watering facility IIRC.

It's the Valley Lines that are the driving the need for EMUs, not Swansea-Cardiff. As for the flex units, just seen this Porterbrook promo linked to on wnxx - even they are describing them as tri-mode

The new Chester-Liverpool Lime Street 'Halton Curve' services would seem an obvious destination, if not for these then a second batch - not only is a significant proportion wired, but they could be maintained alongside other 319s at Allerton. As for a tri-mode 'flex', Porterbrook's Helen Simpson (whose behind this project) said it was an option in a RAIL interview: "we are effectively tricking the traction system into thinking it is still a DC unit. It is effectively replacing the DC operation with diesel, but we could still retain the shoegear and have a tri-mode '319' if it was needed"

HS2 won't exist in isolation, it's going to have a massive impact on the existing network - effectively a pair of 'express' tracks for the southern WCML and ECML. The problem with the 'multitude of joining points' is that few justify frequent stops by intercity express services - move those intercity passengers onto HS2 and you can have a timetable that better serves everyone else. For me this is the most interesting and exciting aspect of HS2 - there is so much potential to grow regional and commuter flows which are currently crowded out by lucrative intercity traffic.

Euston Cross was impractical and significantly more expensive than the current plans, for which there wouldn't be enough through traffic to justify the drawbacks of combining HS1 and HS2 services and/or the operational constraints of having a through station act as a terminus for the majority of services and passengers. The subsequent Euston Express scheme was better... but still didn't survive further analysis. HS2 isn't just close, it's here - Phase 1 has been granted legal powers with preparatory work already well underway, the associated colleges are nearing completion, and they've just announced the winning bidders for the main construction contracts. It's happening.

I too had a similar concern, but my recollection of checking the plans is that the Crossrail side is essentially a mirror of the Southeastern structurally so the bay platform could be extended under the station without a major rebuild.

Is that the only piling they've done on the whole route? Perhaps the Sunday Times article saying that Corby wiring was in doubt had a point.

'Riding the D-Train' Citytransportinfo has uploaded a fascinating 7min video of 230001's shuttle workings, and IMO the unit is very impressive - bright and airy interior and surprisingly unobtrusive engine noise.

If the engines are operating at the output specified for 100mph operation that should hardly come as a surprise.

It looks messy during construction but IMO the end result looks fine and very continental looking.

I was alarmed to begin with, but once the wires are up the final result in most cases is impressively uncluttered and continental-looking.

On the SDO issue, it seems Electrostars rely primarily rely on GPS to decide how many doors can be opened at a certain location, with beacons (balises) only where necessary. "Balises are provided where a GPS signal is unavailable (eg under the raft at Victoria) or where GPS provides insufficient granularity (eg at a station where there is a difference in how many doors can be accommodated at different platforms). GPS is used everywhere else".

NR have put out a video about the first 387s reaching Maidenhead:

IIRC GWR's 387s have already used SDO where necessary between Paddington and H&H while the various platform extensions are completed, so they would just be extending this to Maidenhead.

I don't see why, 387s are fitted with Selective Door Opening which can be used if necessary to call at shorter platforms.

I think he means Transpennine Express to haul their new CAF carriages, I'm not aware of any plan by Northern to use 68s.

A note of caution - I gather that appeared on facebook, I've not seen any confirmation that it's genuine or evidence of any official source.

There are a number of photos now appearing on Flickr like these, masts are appearing quite quickly it seems. 66115 tnt 66055 31 3 17 by dave gommersall, on Flickr HST 43378 on Lickey 1s51 to Glasgow by Stuart Williams, on Flickr

That's my point - as I understand it the wires are treated as live for some time before the actual energisation takes place, so delaying it (and reducing the time available to sort any problems) wouldn't make much sense.