Christopher125

That only accounts for the 170s that have already left for Chiltern, it remains to be seen what will be done about those remaining - 67-hauled LHCS was briefly rumoured as a way of freeing up more DMUs, but seems unlikely.

The short term solution remains a mystery for the moment, but IIRC South Transpennine will use 185s once they are freed up by the new trains.

A few come to mind - Southeastern's 465 and 466 Networkers have no corridor connections, nor do their 376s or 395 Javelins. The same is true of TSGN's 319s, 171s and 313s, and their 455 fleet have had theirs removed. The Class 700 and 707 Desiros destined for Thameslink and South West Trains won't feature them either.

AFAIK Weston will continue to be served by Intercity services using bi-mode IEPs.

I presume there's something similar south of Highbury & Islington, at the other end of the northbound NCLs diversion into a new platform - as shown on the left

The last three photos on another page show something I've never come across before, a junction and short tunnel just south of Drayton Park on the NCL - the only other photo I can find is here: I like the Junctions. by siologen, on Flickr edit: this must be where the northbound NCL was diverted into a new platform at Highbury & Islington

Some worrying news for heritage operations in the latest Finance & Policy Committee papers concerning the resignalling of the Sub Surface lines.

It says displaced by GWML electrification, which seems a perfectly valid way to describe the release of sprinters through the cascade of 165s and 166s to other parts of the GWR network - I don't see any reason to think there's been a change of plan regarding this, even if it's likely to be delayed...

From what's been said the answer would most likely have been loco-haulage, though I gather their use as HST trailers has also been looked into.

I can assure that isn't the case - the bid had to include at least 120 brand new self-powered vehicles, there's absolutely no doubt about this and it seems they'll come from either CAF or Stadler. Cascaded 185s will be in addition to these vehicles.

Take a look at the following briefing for local councillors from last year, in particular the 'core' and 'enhanced' specifications and some of the proposed track layouts - this is a major scheme designed to carry a lot of traffic, as should be expected for a route connecting three mainlines and the burgeoning economies of Milton Keynes, Bicester, Oxford and Reading; single track through Bletchley really wouldn't cut it. https://democracy.buckscc.gov.uk/documents/s47291/EastWestRailCouncillorsBriefingAylesbury030214BH.pdf

Hindsight is a great thing but I'm not sure what the alternative was - IIRC Series 1 is for mainline wiring, specified for 140mph with multiple pantographs and so isn't being used by the other schemes underway in the North West and Scotland. They did however erect a trial section on the High Marnham branch using the HOPS and I think Old Dalby has some of it too for testing with the IEPs.

Looks to me like the bottom section of the deflector on the drivers side, and possibly the adjacent section of running board, was missing in that photo hence it looks a bit Scotsman-like. Edit: as per this photo from David Chandler Loughborough 21st October 2015 by David Chandler, on Flickr

No doubt a lot of things will be delayed, some into CP6, but I'd be surprised if anything significant was actually cancelled given the political backlash.

The Chiltern scheme was funded and developed before the go-ahead was given to East-West Rail, so it had a considerable headstart - the latter is still being developed, with the trackbed clearance to aid surveying I believe and consultations about crossing closures ongoing, and then there's the Transport and Works Order process to get through before construction work east of Bicester can get underway in earnest.

To be fair the High Output train is a series of separate units that can be moved together but work separately.

I presume you saw the RILA, it's been attached to various things recently including some DMUs - try this flickr search: https://www.flickr.com/search/?text=rila%20testing

If HS2 was going to have a discernible effect on an election it would've been this one, and it seems it had virtually no impact at all - come the next one construction will be underway and so will be an issue of where and how quickly rather than if. Chris

They do have 6 vehicles lined up, the 5 at Barrow Hill and Doris at Horsted Keynes - pages 41-45 of the latest Pullman & CIWL News has some photos of the progress being made, as well as news of an upcoming event at Waterloo and further TV appearances. Chris

RAIL have an article regarding Laira and the AT300s - Laira Depot secures role for AT300s Laira and Long Rock (Penzance) depots will service the AT300s, with maintenance carried out at North Pole alongside the similar Class 800s. The announcement follows concerns about potential job cuts at Laira as a result of the introduction of the new trains. While a servicing role means the depot will retain work on long-distance trains, it still stands to lose much of the major engineering it has been undertaking on the High Speed Train fleet. Chris

Apparently it will still see use for the AT300s but for stabling and basic maintenance only.

The order is still subject to approval by the DfT, expected to be in June, but I believe the plan is for a conventional lease through a ROSCO. According to a post on WNXX Laira was assessed but they've decided to go with the existing IEP depots at Stoke Gifford and North Pole.

I'd recommend Roger Ford's free e-preview, you can subscribe on his website or keep up to date with the archive - the May edition has the following to say:

The renders for the proposed AT300s show the final result, the matt strip presumably gaining the GWR logo in due course.

I can't see any fundamental problems with either - HS2 will extend some way beyond the former Curzon St station almost up to Moor St itself, and the current plan for Leeds wouldn't put the new station all that much further away than the through platforms are from the concourse at Manchester Piccadilly. Moving walkways should be possible and would cut down the effective distance even further. Both are surrounded by areas with a lot of potential for development, a crucial factor in making HS2 a success. It's not 'double standards', it's simply balancing the costs with the benefits - the benefits of a station alongside or underneath New St can't possibly be justified by the extra cost of being, in effect, one train length nearer. It would be far cheaper simply to build a new station on the WCML alongside Curzon St, which if not justified now could be once HS2 and the Midland Metro extension help rejuvenate this area of the city. The same goes for Nottingham and Sheffield - what you gain from better serving those relatively small cities you lose by extending journey times between others and serving the wider area. That was seriously considered, but the site and the approach are seriously constrained and what limited scope the station has for further platforms is better reserved for conventional services.