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This has been happening to a lesser or greater degree with some TOCs for quite a while, possibly up to 3 or 4 years searching the forum? So that’s why you won’t find a dedicated recent thread. The biggest issue that seems to have come up in the forums is that they’ve been wrongly issued for...

Ok thanks. Not so obvious from looking at RTT.

Ah right I was looking at a Sunday. :oops: But the late service is an outlier, and it looks like it’s Saturday only, on weekdays it only goes to York. But the promised regular service from just a few years ago never got off the ground.

TPE no longer run regular through services between Edinburgh and Liverpool via Newcastle, so that’s an easy ‘almost none’.

What happened to the proposal a few years ago to re-double one of the tunnels, and provide a down direction loop via the Abbeyhill curve, wasn’t that going to rejoin the main line where this junction is being removed?

It’s a purchase of a division. Sims have sold their operation known as “UK Metal” to Unimetals, but that’s not their whole business. This is what I found before writing my earlier post #401 but I thought it’s probably off topic for this thread:

There’s a short working from Birmingham New Street to Nottingham that departs just as the incoming train from Cardiff arrives, it‘s mentioned earlier in this thread. So it breaks the connection across Birmingham.

Are those the same XC routes where first class is being withdrawn from December? That’s not very ‘inter city’…

Presumably once it’s fully plain lined they’ll also be altering the track cant to whatever the normal amount is for the line’s curvature? That would require tamping over quite a significant distance?

I suppose quoting from the TAA, (linked via #15), you could blame Sir Peter Hendy: So it’s only the bare minimum to meet that proposal. I’m sure when it first came in the forum up people hoped for a lot more…

The oldest discussions about Go-Op the forum search finds date from about 2011, (but I think they had a different name before that), and they’ve always been starting up “in the next couple of years”. They’ve had so many proposed services patterns I’d have thought ORR would have stopped replying...

The Greenford 230 trial uses a mains fed, (trickle charged, or continually recharging), shoreside battery bank at West Ealing, that enables a relatively fast charge into the train battery when connected during a station call. It means the mains supply is not subject to short duration heavy...

Isn’t that because the introduction of the extra stops at Reading Green Park meant they needed 3 units in the circuit for reliability? Without that call they previously got away with 2 units for 2 tph, albeit with quick turnrounds.

HS2 video on Burton Green tunnel and adjacent retained cuttings, showing work taking place to dig out material within the structures:

Yes, it‘s not always the case that the finished structure matches the artists impressions so well…

Can I point you to the track layout? None of the 4 relief side platforms are expected to operate as bays, terminating trains will run through to one of the 3 reversing sidings. As in the earlier reply by @Nottingham59 the main lines require 4 platforms for all services to call as planned...

There already is one completed eastbound passing loop on EWR, just after the HS2 crossing.

Perhaps people read the RTT name for the location as being correct, however the rail location name can take years to be updated, (that’s if it ever happens). Since found by Googling that the Unimetals take over of Sims was announced in August just gone, but for completion during 2025…

That’s what the latest consultation is referring to isn’t it? That’s why I think it’s out of place in this thread.

8 extra, (4 EWR each way), so 12 per hour with Chiltern Marylebone services? (But maybe this isn't really a current construction progress matter, as it’s part of the new consultation for the future Bedford and Cambridge services that has its own thread.)