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The charging framework for the Heathrow Spur is regulated to prevent disproportionate track access charges. Lots of history and summary of the situation at https://www.orr.gov.uk/search-consultations/charging-framework-heathrow-spur and the resulting decision document...

Thanks!

Can't say I've heard of a 60 on the full length train in a while - that can't supply ETS power for load 16, can it? I guess Warrington to Preston is fairly short... does the TMS run on batteries for that time or is it just assumed that people aren't using showers etc in the middle of the night...

GBRF have 92s - or do you mean they'd be out of gauge?

Likely a tension run ends here - one will be the mast and another will triangulate some of the tension in the contact wire (shown in this image as "bracing member")

It's explained upthread that when there's limited spare 73/9s capacity - e.g. due to maintenance requirements - a 66 goes on the front as the service can't run without 73s being available (as only the 73/9s and the 92s can couple to the stock).

Train describer feed from NR Open Data says that yes, it went via the E&G (area_id ED corresponds to the CE prefix on the signalling diagram and from/to numbers match up with the signal ID numbers):

I’m sure the training and competence plan is all coming along, and I’m not trying to question any of that.. Purely out of interest though, if a situation occurred, can a 156/153 combo be taken forward by a crew only trained in 156 if the 156 (and hence cab the driver can take) is in front? Or...

Thanks (and to the others, but struggling to multi quote on phone) - hadn’t checked the date. If both ends of the same bracket can be affected I can see that might be very bad!! Can see exactly why they’ve been stood down!

I've been trying to work this out - there are pictures on https://www.railwaygazette.com/uk/fatigue-cracks-sideline-gwr-class-800s/59012.article and it refers to inside frame bogies, so I found an image of one of these too on the modeling forum...

Cadder doesn't look ready to take anything - lots of orange visible yesterday. Looked like work installing servicing facilities with a big gantry to carry services over to a paved service area (filling and CET emptying?) at the west end. Huge progress since I last passed, but just doesn't look...

Anyone else actually want to get involved with this software and actually see what they're dealing with? I mean, I've plenty of software to maintain as it is, but I can't help thinking this would be pretty interesting.

The very first paragraph of every RAIB report tells you that they care with learning for the whole industry to make things safer and it's absolutely not about blame. The system here involves NR risk assessments, LNER's role in training the driver to safely take a train out and Hitachi's role in...

I'd imagine that not only would they need to install buffers, but also have an overrun zone. At Glasgow Queen St, the lengthening of platforms required an overrun risk zone being added (https://www.railengineer.co.uk/glasgow-queen-street-station-half-transformed/) so the final design has a...

Very much this. Now for my uninformed wibble: The messages from the 125 Group seem much more measured and considered than the 4 part Tweet rebuttal from NRM. It could just be a change of personnel at NRM and the new person never agreed the loan should have taken place and was never going to...

I expect 3 is too pricey. 1 could cause conflicts for Fife. 2 seems the reasonable one - if trains are going via Almond Chord eastbound it’d be to avoid disruption Newbridge to Edinburgh Park/ Haymarket so the flat junction at Winchburgh might be OK. You could also still switch eastbound...

Could be a misread - if an operator doesn't mark the stop as skipped/cancelled then RTT will just show the times that the train went past. When Scotrail skipped stops on an Edinburgh to Glasgow train, the only way you could tell as the train effectively made up time at each station it didn't...

Tweet at https://twitter.com/EurostarGeorge/status/1161609612728123392?s=20 showing an e320 at Ashford undertaking testing today.

The short distance between buffers and platform is a grandfather right - changing the platform at the buffer end requires meeting new standards, and including overrun beyond the buffers (10m or something?) so even a 2m extension to 7 would necessitate taking 12m (if I've remembered the overrun...

Oh, I agree with that - it's an excellent achievement, and well done to the Hitachi team for getting them to such a level!!