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Specifically, this is about an infrastructure issue on the Sheffield trams (relevant thread is probably https://www.railforums.co.uk/threads/sheffield-supertram-live-information-disruption-updates.306288/), but what stuck out to me was the way the update is worded. Not verbose, doesn't take long...

So the answer is yes, that is what "normally-closed" means here: if there is no power to the relays , it sits in the contacts closed (switch on) position, which bypasses the whole locomotive and connects the RCH jumpers at the two ends together (just like on each normal coach of the train)...

That is quite a collection of stops: hexagonal stop sign on the rail head, in front of the red retroreflective stop, in front of the hydraulic buffer stops!

The recent test trip to Stafford worked DVT leading on the way out on a video I saw, which was my first confirmation that DVT running was available.

Platform 4 can also be fun, last time I caught a London train, it was 2 x 5 car Evero. It was displayed as Platform 4A only, with the displayed next train from 4B being to Birmingham some 50 minutes later! Being 10 coaches, of course it filled most of both 4A and 4B with the units coupled under...

Certainly the machine at Capenhurst, which used not to do ToD, now says it can do, and the physical machine has not been replaced. I haven't actually used it for ToD however.

Not directly related, and not wanting to start a debate about innovation funding, but evidence that a gadget designed to provide the kind of early warning called for here does exist: https://news.railbusinessdaily.com/bridgebouncer-begins-showcase-at-global-centre-of-rail-excellence-site/

I believe the issue is that even if you close the contactless journey on platform 7, you have no way to get out of the station ticket barriers. Technically it may work to travel to Chester on a bank card, tap out, and then make an onward train journey on another ticket, but it is a rather niche...

You would hope. But then, UPS systems are only as good as their battery maintenance, and you are presuming that the system will start up correctly from cold without human input - which is often harder to ensure than designers realise! Of course all this should be tested, but there are only so...

Hmm, there could be some debate about that. Several times I have heard the last minute cancellation of engineering work (often meaning no trains and no work done) attributed to network rail failing to honour plant bookings for third rail plant a long way from home. Then there are the point...

In terms of crankshaft horsepower yes, but if it is 2kW more than the alternator will produce, it is more than enough to shut it down on overload, overheat it or cause flat batteries.

No idea for rail specifically, but in DNO networks it is the main one. High levels of pollution from combustion (soot and acid gases) will also increase corrosion of metallic parts - shortening the life of galvanising, paint and steelwork. But I don't believe this is usually a consideration at...

Equally, how does it work on the Manchester Metrolink? Pre-arm is enabled there, and very useful it is too.

Given all three classes have AAR jumper sockets, almost certainly at a base level. The non-leading locomotive will largely be left to its own devices however, so I am not sure how you would deal with traction change over and the like.

When porcelain insulators get wet enough, especially with conductive (salty) water, they "track" - an arc which follows the surface of the insulator. If this happens enough, it burns the surface, leaving a conductive carbonised path which makes further tracking easier, eventually leading to a...

Do we know which unit sat down at James St. Today, causing Wirral line services to reverse in platform 2 (according to RTT) and quite a lot of late running?

As reported in this month's Modern Railways, this work was funded in the 2025 spending review and is now going through pre-application consultation, i.e. the start of the planning system, presumably for the sidings expansion outside the railway fence.

Interesting text scrolling on the Liverpool bound platform LED display at Bromborough: "This service may be disrupted after Moorfields because of a speed restriction caused by severe weather between Headbolt Lane and Liverpool Central" Merseyrail is indeed advising disruption to Headbolt...

Still two this morning, 777 049 and 019, but I think they had moved since yesterday. Good to see testing happening.

Two coupled 777 units in platform 1 at Hooton just now - didn't get numbers as on train through. Between test runs or something gone wrong?