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Minor detail perhaps, but are the interiors the same for EC & GW ? Seat covers, carpets, buffets ?

Absolutely, someone would need to pay for any changes to a contract to deliver - essentially Hitachi could set completely new terms and costs as part of the agreement to supply to ECML first rather than GWML - plus, perhaps more significantly, deploying to ECML first doesn't release HST's, which...

Well not really, you don't need full power to maintain 125mph - full power provides maximum electricity for when maximum load is placed on the motors that power the unit forward. I accept that tractive effort is just (a big) part of the story, but bhp/tonne isn't a reasonable measure of how...

Not really - you have the same 25Kv running into overhead powered EMU's - there is clearly a difference in performance between different types of units and also loco hauled trains - tractive effort is the measure Agreed, 220, 221 & 222's are from the same fleet design, share similar...

You can't compare bhp/tonne like that - the diesel units provide electricity for traction motors - you need to be comparing the tractive effort of the relative trains

My understanding from a friend in Transport Scotland is that the idea for HS-Scotland started out from a plan for a new 3km ish chord at Carstairs - then a politician got involved and "bigged" it up from there ;-)

By key I mean a regular service through the day - not a two in the morning type thing

I had a stark demonstration of that with a two carriage EMT 158 in the evening peak last week.

Blurred lines between the two really - With Northern & TPE it's difficult to say when a commuter route becomes a regional route.

First train to Liverpool is short formed again - annoyingly, the staff aren't being informed what's happening, so there's no information on which train coming home will be short formed - other than tracking the timetable between Liverpool and Nottingham, is there a more reliable method of...

From the key Northern and TPE routes, which routes have the highest proportion of diesel running under wires ? And are there any that are completely unwired ? Sheffield-Huddersfield springs to mind.

But won't the long ones foul the platforms at Bristol ???? That's just not on

To be fair, I expected the 120 self propelled units to be destined for the semi-fast market, shifting older units down the line, but given the suggested units, it's difficult to envisage what will go where - the FLIRT and CIVIA seem to be focused in slightly different markets or am I way off ?

Cheers for the links and clarifications everyone - exciting times ahead. Both the Stadler and CAF offerings look great and will be refreshing to see in the UK

What's the seat count on a 323 vs 319 ?

Sloping front gives an impression of fast swish service - can see why TfL want that

Cheers... Well to be fair, DEMU has previously meant diesel generating power for electric traction - but I note on the CAF website they offer options for "electric-diesel" and "dual" so they could have a bi-mode solution in place. Their "Civity" family appears to do floors from 600-800mm -...

Could you clarify what WNXX is please ? I'm also assuming the DEMU isn't a bi-mode as suggested unthread - the FLIRT units have an above floor power car solution - essentially a short car that sits between passenger carriages.

Out of curiosity - how long has there been signs saying "not for public use" ?

Well it hasn't, so let's move on.... As pointed out by others, almost every new train has kinematic issues, if we didn't accept that, we would still be running with carriages 30ft long ! There are clear benefits in longer carriages, as there are clear limitations - we are where we are, no...