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Very interesting numbers in this bit: Presumably both Bromsgrove and Redditch will get one extra train per hour (so back to 2019!), which would imply they should get the same number of extra seats? Assuming that class 730 pairs run all services, as was planned when the fleet was ordered.

As in, the planned work schedule is incompatible with the access rights granted to operators? (So essentially the plan is "too disruptive"?)

Very mysterious... :D Of course, if Edinburgh is the key market you could run an EDB/INV service and an EDB/ABD service, which has the benefit of giving two different departure times for the Edinburgh market and, assuming we still have normal coaching stock, you could if needed have most of...

Is this with both locomotives powering, or just the one at the front?

So, an Edinburgh sleeper, a Glasgow/Fort William sleeper, and an Inverness/Aberdeen sleeper? The last of which could run straight from London to Stirling via Coatbridge on electric then split there?

That's, that's very useful

But the line towards the quarries is rather less thick...

There's a surprisingly large amount of freight on the GWML east of Reading in that map. Not something I was expecting to see necessarily

I'm doing some research on the Leeds-Bradford line via Bramley. From looking at some recent cab ride videos, the signals going towards Bradford are all 3-aspect, whereas going towards Leeds the majority (but not all) are 4-aspect. Why is this? It's not a situation I've come across before (from...

Here's a slightly radical suggestion. Bear with me... :D ScotRail's long-distance fleet needs replacing. In addition, we can be hopeful of electrification slowly being extended northwards. So, procure some 3-car EMUs with a suitably comfortable interior. These EMUs can run in pairs or even...

Presumably those removed connections have been replaced with something else? 275/400 kV supplies instead?

Apparently there's a station somewhere that's currently having 3 lifts installed. I'm told the cost is approaching £10 million. I dread to think how much it would be if 6 lifts were required instead!

Would a better, non-railway biased viewpoint be that the HSTs use "normal" 3-phase as you find in larger buildings up and down the country, whilst other coaching stock uses a non-standard single phase?) 1000V system?

Thanks

I have a booking on NJ233 (Wien-La Spezia) on the night of 26/27 July between Villach and Milan. Today I received an email from OeBB saying there was a change to the schedule, but didn't specify what the change is. After a bit of research, I think the train is now terminating at Milan Lambrate...

Because (some of) the Rhymney line services run through to Bridgend, which is a ~55mile round trip away from the wires at Queen Street and outwith the capabilities of the class 398s. Yes, an argument can be made about why it's Rhymney services which run through, rather than (say) Aberdare...

Bit like University station then... Though I must say I'm surprised by how much the project has slipped, I wasn't expecting it to be quite that bad! Thanks, end of 2024 rings a bell from a site visit I did there last year.

What was the original planned timescale for the stations? I've just gone past and they look nowhere near ready, with little progress since I last had a look nearly a year ago. And how much was the original contract for? £27m additional cost seems quite a lot...

Clearly I didn't look far enough in the future... It was always very interesting to see a full HST set emerge from the undergrowth at a station like Saundersfoot and pass through at walking pace before disappearing again into the vegetation! Not sure a class 800 has quite the same impact

London to Carmarthen is now 1tp2h (apart from one 3hr gap), up from one train a day (or maybe none? I can't remember) in 2019, all as extensions of Swansea services (2x5-car splitting at Swansea, with one unit continuing to Carmarthen and the other staying in Swansea). However, I think this has...