Oh aye, the project is way too far along now to scrap the whole thing, unless Bombarider's union is anything to go by RE: Siemens, but we still have the chance to scrap the Bi-Mode and stop ourselves having some Diesel LDPE stock that will be useless, or make the 22x series useless within 20 years of further electrification, and in 20 years we may not need any LDPE diesel stock.
When one may satisfy the immediate needs of the GW non-electrified fleet by electrification of a line with infinate BCR for doing so, and cascade of their stock onto the GW. And/or ordering them baby pendos (although 6 car IMO is too short) with special locos to run the N Wales, and Brum & Manc - Scotland services. Especially with the 22x series being displaced having a life expiry sooner than the Bi Mode SETs will, in 20 years there may be a much better option available than diesel to replace the few routes that still need non electrified haulage. Since if we keep up the pace, by the time the 22x are life expired, the only LDPE routes not electrified will be:
Penzance, Holyhead (Served by 390 / HSCC + Locomotive), and Inverness...
Most of XC other than Penzance / Painton / Taunton will be done, Aberdeen, Hull and Harrogate will be done, the Midland Mainline will be done or superseeded by HS2, even without, the BCR for electrification is still pretty high.
And we may have even extended to Exeter from both Waterloo and Paddington.
But as some of you may know, if I had a blank slate I'd be looking for a new generation of LHCS, the DfT believed the hype about MUs, if we must have EMUs, they must be haulable by a locomotive drivable from either end as part of the specification, not carry on board diesel engines rubbish.
It's wholly possible to have a locomotive within UK gauge that can go 100mph and meet modern emissions standards, so there's no issue there, there isn't any issue with loco attach / detach, this can be done during a station call etc etc.
LHCS would provide more interior space, a quieter journey, could be built to the same running envelope as the Mk3s so will be able to go anywhere, can also be used to address the shortage of regional DMUs by providing locomotive hauled sets for longer interregional routes such as those operated by 159s out of Waterloo onto Exeter, Bristol etc, Liverpool - Norwich (either directly or by using this new LHCS on XC and displacing), most of TPE would be suited to such stock, ATW's longer distance routes, the list goes on and on as to what LHCS would be suited for, in formations of say 4 to 5 cars with a DBSO any number of routes are suitable.
And as demand increases, we just get the manufacturer of the coaching stock to continue building more, sleeper replacement is now a doodle, make a version of this.
I've seen adverse performance quoted, but with the level of performance that can be achieved by say the Eurolight, that will take off out the blocks rather quickly thanks to it's drive system, and could easily be made more powerful for longer rakes.
I honestly, aside from the stigma of "EMUs accelerate faster" can't see any reason why we shouldn't just specify a coupling and control system, and tell derby to get on with it building coaches, to be honest, one project could replace pacers (indirectly) and HSTs with something, big, big windows, flexible, and comfy, what more do passengers want than a comfy seat, nice view, and to be able to get a seat.
