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They used to estimate £1 per single carriage mile, plus staffing costs, but this was many years ago now!

Will Scotrail have suitable rolling stock (i.e. bi-modes) to take advantage of the wires as far as Dalmeny by the time the electrification is complete? Or is there a plan for service changes when the wires go live?

Did they have a prediction on how much time 110mph operation would save? Could 100mph be used south of Chelmsford? Is it only due to the intensity of the commuter trains that it can’t be used?

I’m guessing you would catch up with another service if you sped up south of Colchester? Also with the maximum design speed of the FLIRTS being 100mph, you would need to do a project similar to what was done with the 350s to make them 110mph, before you could take advantage of any increases in...

Could you raise as much as possible of the GEML to 100mph not above and would this give any savings? Certainly the long stretches north of Ipswich would be the most logical and beneficial to do

Do they change drivers at Seven Kings or is it just to get people to the Depot starting and finishing work?

Just a couple of questions: 1) Could Ilford calls be added to some of the faster services, also potentially facilitating driver changes with the depot nearby? Although I guess pathing may not allow this? 2) Could linespeeds be raised to allow faster journey times particularly on the Norwich...

I’m speculating a what-if scenario and if the HEX 387s would be suitable for Stansted as they are for another airport service. There is another thread about HEX passenger numbers declining so maybe it isn’t as profitable as it once was? However as has been stated on this thread, in the short to...

I wonder if Heathrow Express was withdrawn, could the 387s kitted out for airport traffic be transferred to Stansted Express?

Thank you thats very interesting - never knew 156s ever worker the Braintree line! 1735207629 I read somewhere that due to the effect of COVID, there are now too many 720s and not enough FLIRTS?

Does anyone know if the 755s have been used on any other routes out of Liverpool Street yet? I.e. Southend, Southminster, Braintree, Walton? I know they were tested on Clacton line but not sure if they were ever tested - or even used in service - on the other lines I mention?

I have heard from a couple of people that 2 additional 221s will be joining GC from the ex-Avanti fleet - is anyone able to comment on this?

Thank you, would make sense to take a 745 off of Stantsteds to put on the Norwich to Liverpool Street diagram which is currently operated by 755s, which could then cascade a 720 for Stansteds.

That would be an operational constraint. Ideally a big order of more FLIRTs or similar with bi-mode capability would be good for many routes in and out of the GA network. I do think having all those bi-modes on diesel-only lines is a real waste of that capability! They could be put to better use...

I’m not suggesting putting GA or C2C/LTS with the ECML - I would suggest having GA and C2C as one. Like I think Chiltern and West Midlands should really be together, but I wont go into as this thread’s topic is about C2C and GA!

I think given the small size of C2C and location, it would make sense to operate it as part of a bigger Greater Anglia or Eastern Region GBR. It would give more flexibility with the fleets however I am not sure how it would give more trains? The issue is there arent enough 745s to operate all...

That will be the end of the Class 180s then any idea on dates?

Will be interesting to see how they work it. I’m guessing GWR must have some ideas on how they will do it.

Currently the Castles are 4 car and the IETs are 5 car (with a carriage and a half taken up by First Class anyway) so I would image 3 or 4 car (2x2) 175s would be sufficient?

Fair enough, I should try it one day, I do like the LNER meal option though!