I suppose it depends whether the 395s were built to the latest crash standards as to whether you could get exact 'replicas' so to speak. Otherwise an updated design from the AT300 family would be possible.
Are there diagrams that remain solely on HS1? So you could buy new stock and reserve it for the high speed runs and the 395s could work those that need to go onto the classic lines?
It's quite specialised in that it's the only true HS train that has 3rd rail shoes (now they have been removes from the 373s). In terms of their basic components, I would imagine that an equivalent 2020's version could be fabricated by Hitachi if it was worth their while. Maybe not a 20m body, - however they were quick enough to come up with a 23m 'ish body for the 810s when all the other current UK AT300s have 26m ones. For HS1/SE use there wouldn't be any need to find space to mount gensets between the bogies.
That is a bit tail wagging the dog though isn't it. They have happily built five 802s for Hull Trains to lease and five 803s for East Coast Trains to lease without it being part of an non-associated order for metro stock.
Though if they could get the cab design done properly and adapt them to run on third rail, a fleet of appropriate-length 385s with a slightly different interior configuration would probably be perfect for SE.
I was talking about to replace the Networkers etc. which aren't really due for replacement now but will be in a few years
Nothing (apart from the fact that most of the orders for them have been extremely late due to software issues).
Bombardier (Now Alstom) had previous proposed a bi-mode 125mph version of Aventra which I believe which would have been a successor to some diesel units such as Turbostar or Voyager units back in 2018. I am not sure that they would be able to do a version that would be able to do 140mph plus though on HS1/HS2.
Why would an addition to the HS1 domestic fleet need to be bi-mode?
Well, I am following on from those that posted before me. But, an example would be extending services from Ashford to say Hastings as others have mentioned. I cannot see the line between Ashford and Hastings being electrified.
If there is sufficient demand for through journeys between Stratford/St Pancras and stations on the Marshlink line then electrification of the line would the appropriate long term solution. If not then a shuttle as now but maybe battery or other prime energy source should be used.
Who said that the bi-mode would have diesel gensets. The trains may replace diesel gensets, but if it is carrying anything around it would be batteries that would have charged up from using the overhead wires on HS1.
So batteries could be even heavier than gensets. Almost 28 miles and six intermediate stops with the equipment that can keep to 140mph paths could require quite a lot of battery reserve.
Not least because it requires major infrastructure work at Ashford beyond the choice of traction equipment.
Is that with the Ashford stop dropped? Do Dover, Folkestone and the coast stations have enough demand to support that?
Probably when someone pointed out it can't realistically be done (which seems a shame but appears to be fact).
We had this discussion recently, it was pointed out that the trackwork at Ashford would need very significant alteration.
iirc, the work would require a rebuild of a junction at the western end and platform 2 getting fitted with 25KV lines
