Yes sure, but you can not spend money that has already been spent.
Everything you have highlighted in red is indeed correct. Higher speeds than that suggested by Mr. Cairns are allowed on parts of this route.
That is not the case. No other country in the world has, or is planning, a permanent all bi-mode inter-city service.
All this and no bi-mode has yet turned a wheel in revenue service in the UK.
?All this and no bi-mode has yet turned a wheel in revenue service in the UK.
While much of what you say is correct, I'm afraid that bit isn't.
In France, SNCF started bi-mode Intercity services using new Alstom Coradia Liner 6-car bi-mode units in February between Paris Est, Troyes and Belfort, with the full fleet of 19 sets in operation as of this month.
From next month services will start between Nantes and Bordeaux and from Nantes to Lyon at the December timetable change - these routes will be operated by a shared fleet of 15 sets.
Another 10 sets were ordered by SNCF in April, for routes including Paris-Amiens-Boulogne.
Algeria has also ordered 17 Coradia Liner bi-modes for its long-distance services, with services due to start next year.
Depends what you mean by a bi-mode. The Class 73s and Class 74s were bi-mode trains and both were used in revenue service in the UK.
I don't know much about the Southern Region but I thought those classes were all DEMUs. If that makes them a bi-mode, then an HST or a Class 66 is a bi-mode.?
Class 201-207 spent plenty of time in revenue earning service in 3rd rail land, the best being the Class 205's 47 years in revenue earning service with BR, Connex South Central and Southern.
?
Depends what you mean by a bi-mode. The Class 73s and Class 74s were bi-mode trains and both were used in revenue service in the UK.
The business case for Cardiff-Swansea electrification is probably weak for 1 tph but would be much better for 3 or 4 tph.
I'd class those as "last mile" capability really, like the new class 88s, as the diesel capability was significantly less than the electric.
Did they ever run front line passenger services in both modes?
I thought they were intended for freight use (eg in unelectrified sidings), which tailed off during their lifetime.
The Weymouth trains added a loco at Bournemouth and were not bi-modes, nor were any of the other services which changed locos en route.
By "turning a wheel" I meant in DfT terms of seamlessly switching modes at speed, with passengers "not being able to tell the difference".
I'm aware of the French operations, but haven't come across any reviews of their operation compared to what went before.
From the spec they look more like Stadler regional bi-modes than front-line intercity units like IEP.
as this?"turning a wheel"
in DfT terms of seamlessly switching modes at speed, with passengers "not being able to tell the difference".
Thanks very much for all your comments about my Alun Cairns correspondence. I have taken them all on board, I'll let you know how he responds.
http://data.parliament.uk/writtenev...-the-department-for-transport/oral/71474.htmlQ75Chair:You describe it as a small number of projects. I have to say that is not how it is viewed by people in south Wales or across the midlands and in Sheffield.
Chris Grayling: If we take south Wales, the trains those people will be using for the foreseeable future are running today. Those trains will take time offthe journey to Paddington; they will run quicker. They will run through to Pembroke dock when we have done the upgrade works for that. If wethen erected the wires, it would make no difference whatsoever to passengers—literally no difference at all. I do not think people are bothered in the slightest about how the train is powered. What they are worried about is whether they are sitting in a comfortable train that gets them there faster. Why would we spend more than half a billion pounds on absolutely no benefit to passengers whatsoever?
So why did you bother with London -- Cardiff then? Economic benefits and impressions. Less track and train maintenance due to lighter all electric trains & less wear & tear. Most importantly - environmental benefits and reducing emissions. Don't spin it - just tell the ****ing truth!If we then erected the wires, it would make no difference whatsoever to passengers—literally no difference at all. I do not think people are bothered in the slightest about how the train is powered. What they are worried about is whether they are sitting in a comfortable train that gets them there faster. Why would we spend more than half a billion pounds on absolutely no benefit to passengers whatsoever?
So why did you bother with London -- Cardiff then? Economic benefits and impressions. Less track and train maintenance due to lighter all electric trains & less wear & tear. Most importantly - environmental benefits and reducing emissions. Don't spin it - just tell the ****ing truth!
Most clueless transport secretary..........EVER?
http://data.parliament.uk/writtenev...-the-department-for-transport/oral/71474.htmlQ58Chair: You obviously think that the Government’s decision back in 2012 to undertake this electrification was flawed.
Chris Grayling: I do not think it was flawed. The point about electrification is that it works well in places, and in other places it works less well—for example, electrifying a high-intensity suburban line where trains are stopping and starting in very short order, or electrifying a 125-mph main line railway. When a train can go at only 75 mph, as it can in south Wales, it is much less clear that it is beneficial. The benefit-cost ratio in that example, for the Cardiff-Swansea route, is very low.
We have to get away from concern about the form of traction. What passengers care about is whether they have a nice,comfortable modern train that gets them to where they want to go at a faster time and in a comfortable environment of the kind they expect on their trains. That is happening. If you look at the Cardiff to Swansea route, those trains are starting now.
As I said......clueless.......quite literally. Grayling has ****ed up every single department he's been an SoS or minister of.I wonder whether the SOS knows or even cares that the Pemroke Dock branch will have to be closed for months to rebore Narbeth tunnel? And what impact will this have on other Network Rail projects in Wales as no doubt it will have to come their budget rather than Daft stumping up the cash.
He seems to trying to mess up agriculture as well at the moment, and he doesn't even work thereAs I said......clueless.......quite literally. Grayling has ****ed up every single department he's been an SoS or minister of.
Yes, well, high-up sources can be wrong when they kick-off on a subject they don't understand, unless of course they know we should expect some HSTs to remain.I had no luck from repeated written requests to GWR (and even ATW who had given me a direct answer to a different question) regarding the retention of the direct London - Pembroke Dock services, but a colleague was told by a high up source that the service runs at present and will continue to do so in the future.
As a Tenby passenger, I’m absolutely delighted.
Does anyone know why the Pembroke Dock branch has retained through trains to London while Milford Haven, Fishguard, Aberystwyth ( or Barry Island for that matter!) have not?