Fortsätt till huvudinnehåll

Is this a joke?

The new Thameslink trains from Siemens look like a near-copy of the old and unloved class 319 Thameslink train from BREL, apart from the even uglier front end and the lower bodyside curvature which will reduce the width at floor level. The doors and windows appear to be in exactly the same place. Why on earth didn't they just order some more class 377 units from Bombardier and avoid the row over the loss of jobs at Derby? How much did it cost in consultancy to develop this specification?

Kommentarer

Anonymous sa…
The CG render does not inspire confidence (eg look at the height of the 'cow catcher')- but it remains to be seen if the actual units will look like this.

One thing puzzles me. Do the 'bumps' on either side of the central coupling serve a purpose? Are they supposed to remind us of buffers? Do they have a purpose? I am Mystified.

On the subject of the contract this blog is interesting http://zelo-street.blogspot.co.uk/search?q=bombardier

In one post they claim that :

"DfT [..] went back to Bombardier – several times – to inform them of Siemens’ lower offer. This was clearly an effort to get Derby the contract, but Bombardier management did not show any interest in revising their bid."

I don't know if this is true.
11 juli 2013 kl. 16:53
Skicka en kommentar

Populära inlägg i den här bloggen

The Zombie Train that refuses to die

The Guardian has published a couple more articles against HS2, one by specialist rail commentator Christian Wolmar, and another today by journalist Simon Jenkins. The main arguments in favour will doubtless be wheeled out by the commentators: the need for capacity and the disruption caused by upgrading existing routes. HST itself will severely disrupt services to Euston during the construction period. Capacity can be increased at a fraction of the cost by a variety of measures, provided that it is accepted that the additional traffic will run at existing speeds. It is not generally known that the Midland main line is, or was, four track all the way from London to Trent Junction, between Nottingham and Derby. This is because the additional tracks are separate, having been added for coal trains which trundled down to Brent sidings, on the edge of London, from a collection point at Toton in Nottinghamshire, where the Midland Railway build a huge marshalling yard. Beyond Derby, the main l...
Skicka en kommentar
Läs mer

Importing people to sustain demand

I got involved in a discussion with a Youtuber called “Philosophy all along”. This was in connection with criticism of Trump’s policy of deporting illegal migrants, which he argued would be bad for the economy as it would reduce demand. This implies that there is a need to import people to sustain demand. There is no obvious reason why a population should not be able to consume everything that the same population produces. If it can not, then something else is going on. It is a basic principle that wages are the least that workers will accept to do a job. Wages are a share of the value added by workers through their wages. The remainder is distributed as economic rent, after government has taken its cut in taxes. Monopoly profit is a temporary surplus that after a delay gets absorbed into economic rent. Land values in Silicon Valley are an example of this; it's like a gold rush. The miners get little out of it. Rent and tax syphon purchasing power away from those who produce the g...
Skicka en kommentar
Läs mer

Beyond electrification

In an earlier post I suggested a core list of lines which ought to be in an electrification programme spread over twenty years of so. This leaves a residue of routes which it is unlikely will ever be electrified. This include for example All lines beyond Glasgow, Stirling and Aberdeen All lines west of Exeter and Swansea All lines west of Chester Shrewsbury - Chester Everything not listed in my previous blog - electrification plans only scratch surface   Some of these routes carry main line services to London and other cities on parts of the network that are already electrified or included in electrification plans. Others are self contained and others carry light traffic - less than a dozen trains a day. The current plan is that main line services will be operated with the hybrid trains on order from Hitachi, but this is a costly, wasteful and ineffective solution. The performance of the trains will be inferior to the present Inter-City 125 trains on non-electrified lines and the ...
Skicka en kommentar
Läs mer