Hello everyone, welcome to the office. This is the home office. Don't worry about this. Sound okay, good stuff. I'll try to look at my own mug. So this is a new thing, so we'll see how this goes. It's a sand quality. Alright, give me a thumbs up if it's alright. Good stuff. Have your 23 people following. What I'm going to try and do is keep an eye on any queries coming in from Harris's Goat. Let's have a look.
So, point of today, or crikey, that's changing a lot. The point of today, or the evening, is to go through and answer any queries you have on what the point of HS2 is. Is it happening? Why is it overpriced? Is it too cheap? Should we be building more extra lines along it? Why is it too traction up for tracks? All these things. As many queries as you can think of, is it dreadful for the environment? Is the 120-year carbon return period nonsense? Or is it proof the launch and go ahead?
Chuck me your questions and I'll do my very best to answer them. And I've got to meet two screens out of the side. I've got two screens here out of the side of me. So I'm going to try and provide reasonably well informed answers. We'll see. I've got my cup of tea. I've got two tonics kind of away for us. So I should have another blood sugar to keep me going. Send you questions. So, and if you don't send questions, I'll just end up with Trinom, which will be rubbish. So,
the more questions you send me, the better. Let's have a look here if I go. So while you send these. Oh, correct. Let's just read that. That's my own voice, which is no good to anyone. Live. Good. Yeah. So, if I got that out there, hopefully comments up here and I can answer them. Right. Here we go. First question. From tech priest. If you exclude the cost of the rolling stock
and the stations does hit us to seem competitively priced. Good question. So, if you exclude just looking at phase one, because phase two is still a bit wooly in terms of the overall price. It's not got much detail, but just looking at phase one. If I was over here, I can tell you exactly what the different prices are. So, in fact, we're going to sit there. This is live after all. In your latest copy of Rail Live Xeam, which you should have all got hold of,
and you will see a reference to some costs for a couple of different projects. I'll just watch myself run off. There's a bit of a delay on this computer, so that's fine. So, you're saying maybe seeing things 15 seconds behind reality matter. So, for a comparison, I picked out and pulled out basically the costs of fact. I can get even get the spread. So, this is quite interactive. So, I'm going to be pulling out spreadsheets left right and centre as well. So, if I go to,
let's have a look at just my writing, or I'm going to turn that right down. If I go to my own folder here, basically, if you pull out the costs, HS2, the cost of stations and of the rolling stock, you end up with a cost per mile ish of around about, what is, £170 million, that's in 2019 prices. And don't get me wrong, that's a lot of money. But if you compare that, for example, to HSL
Zued in the Netherlands, that cost around about £109 million per mile. And if you look at the, one of the kind of main high speed lines in South Korea, the cost for that was £200 million per mile. And both of those projects generally excluded stations. So, actually, if you consider, if you consider kind of comparable projects, actually HS2 was not crazily overpriced. And so, that's a great, I need to be quick around some questions, go up for already.
Hi, Gareth, this is a good one. This is from Lady Macbeth. Hi, Gareth, the understand why people on the left are hesitant about HS2. And yes, there are lots of reasons for this. One of them is about spending money, undue, which we shouldn't be, as the let I'm a socialist myself, I would suggest that you, that we have to think beyond spending taxpayers' money, as is often said, and the reality is that HS2 is not spending a part of money
that has a label on it that we can take off and put another project name on it, actually, the way that investing in infrastructure works is that you can do as much of it as you can, limited only by the risk of causing massive inflation, and also by the resources to actually deliver it, such as time and engineers, of which we're short of both, which is why HS2 is actually a very good way to spend that kind of, to make that investment, because it's one line giving you
massive railway up to it on four rail lines. So in terms of the money side of it, there's not really left-wing case to say the money should be spent elsewhere, that's buying into George Osborne's new liberalism. Sorry to everyone here who's not new, who doesn't buy into that theory of,
anyway, don't worry about that. The other point, environmentalism, and the need for climate, the kind of rapid onset of heating climate as a result of man-made activities, of humankind's activities, actually, is basically the animals face it. HS2 is a fundamental part of reducing the UK's greenhouse gas emissions, and that's including the fairly substantial carbon emissions from its construction.
The key thing, so the key thing that's been omitted by a lot of green groups, particularly the green party themselves, who oppose HS2 vehemently, despite actually being pro-hospital rail appointed, which is a totally contradictory position, because HS2 is what you get after 10 years of developing a HS2 rail network for the UK. Anyway, unfortunately the case is just not being made in this cause, there's a lot of problems. The case is not being made about what HS2 is for,
which is about the existing railway network. You'll see I've posted this all over the place. Yes, so there are lots of green party people who are pro-hospital, someone just pinged up there. But that case, that the existing railway network just hasn't been made, and the reason for that is partly because it's outside of HS2's remit, there are an arms-length government body, their remit is to build HS2. Their remit is not to define franchise strategies in 20 years time.
That's the DFT's job, and one they do not like doing. In fact, any sort of, any sign that there could be perceived as meddling in franchising, despite them basically controlling the whole thing anyway, is not politically palatable, certainly for the current administration that we have for the last 10 years. So, yeah, I do, I'm hopefully do understand the case, given that I, yeah, I am on that side of the political spectrum. Can we get close to an estimate of how much
ancient woodland would be lost by HS2's construction? You can get beyond an estimate, certainly for phase one, which is reasonably well-designed, kind of well-advanced in its design, not quite a detailed design yet, but reasonably well-advanced, is you can, they've published all of details of the
impacts on ancient woodland. You can find it themselves as a thread that's really good that HS2 did, that goes into those details, talks about the impact, and important things to understand, yet, I mean, absolutely, the impact on ancient woodland, and in fact, more importantly, on lots of other
types of ancient woodland gets picked on. I don't know why, particularly, because as a specific designation, it's not that, it's not necessarily that important from a biodiversity perspective, sending natural ancient woodland is plantation, ancient woodland, which is ancient woodland that exists in our map, but has been subsequently replaced, or, you know, particularly around the children's, actually, there's a regional map that doesn't have quite the level of biodiversity
value that you've seen other ancient woodland areas. But anyway, things like special areas of conservation and triple size and general local habitat areas that are protected, or are undergoing kind of rejuvenation, that need to be protected as much as possible. But HS2 does that, it does protect as much as possible, and it has a thread and talk about this in my city metro piece, that if you look at the root, it threads and weaves its way through a lot of ancient woodland,
on all these different sides, very successfully. So anyway, in terms of answering a question, you can find those numbers on HS2's, on various HS2 reports. And what port of the UK is ancient woodland with that represent? It's something like, it's less than one-ten thousandth of the UK's ancient woodland, which is tiny. That doesn't diminish the importance of minimising
it even further, but frankly, it's tiny. I'm not going to draw comparisons between projectors I have done in the past, because I might get to all of, but you can go in and have a look at all of the 28 billion pounds worth of road projects that are being proposed at the moment, and the level of environmental destruction is huge on those huge compared to HS2. Is there a plan to get
all of that to Houston? Lots of things are unachievable. It's not, it's just the political cowardice, it's making it's put that up in the air and suggesting that it's a good idea to kind of play with that. The report, so the Oakville's report, which has been, in the process of being vaguely published, it's supposed to come out this week, I think, goes into detail about Houston and the connection between Old Oak Common, which is a terminus, which is sorry, the intermediate station just outside,
kind of well, it's at Old Oak Common. It's the intersection of HS2 and the Great Western Mainline, so that's Crossway as well, of course. And it's a key, that station's key for connected to Heathrow, which helps to minimise the need for, well, ideally, eviscerate the need for any domestic
flight whatsoever. So that station is very important, but so too is Houston's a terminus, because without that, you flood, firstly, you just make the HS2 becomes not nearly as useful if you get rid of that terminus in the middle of London-ish, but also the fundamentally, Houston, some tanks and King's Crossway, particularly with Crossway 2, eventually, you're going to become basically one station.
Crossway 2 will actually connect the two up, it'll sit halfway, one entrance at one that used in the other entrance, it's in the King's Crossway, the King's Crossway station. And that is, you cannot platform trains, when you have the design of Houston, the new design of
Houston, platforms lots of trains in a certain way, there's very well optimised. The flying junction just outside of Houston is absolutely wonderfully elegant combination of operations and permanent way design to optimise trains coming in and out and not getting in each other's way, which is what happens at all, at most kind of conventional major terminus. King's Cross, for example, at the moment is having a massive upgrade to try and re-open extra lines.
So it's vital that work goes out, everybody's been designed, the design process of going ahead, of course, is expensive, city approaches are always expensive, but it's necessary. The Houston station upgrade is a project that would have to happen anyway, independent of HS2 overhead. So designing it to be one, to be kind of plugged into HS2 as an operator, is there a plan to get all of it, yep, done that? Sorry if I forget to read your names.
So this is from the Glass essay. Do you think it would look different, better, less expensive, trains were re-nationalised? To be honest, it would make no difference, independent of who owns train operating companies, because it's only train operating companies, and they're rolling stock operating companies that are in private ownership. The reality is they're fully controlled by government anyway, so it just changes the name of the pay slip, the staff
of those companies. I'm pro a state-owned train operators, I think it's a good thing, I think that the railways are a public service and they should be managed as such, but they'll make no difference to fairs, they'll make no difference to how reliable the railways, the thing that makes fair, that changes fairs and reliability as capacity. So HS2 is a fundamental part of that by increasing capacity in the railways network, not just on the new line, but
most importantly on the existing railways network. More trains means that you reduce overcrounding, you manage demand in such a way that fairs will reduce, fairs increase when the railways are really busy to manage that overcrouting. When you've got a train that's fully, you can charge what you like, it doesn't matter, because someone will be able to afford it. So by increasing the capacity in the railways, can you allow a fairs to reduce without doing so, you don't
know if they're hugely overcrowded and unreliable railway. Right, I'm not doing very good on going through these because I'm getting so many more questions that I expected. Is this online some clear everyone in your all here and have a cup of sympathy? Right, okay, so next one. I've always wondered, would the Edinburgh Glasgow Bell Fathom Dublin corridor be suitable for
high-speed rail? That's from Harry C. Maine. Why not? There are lots of parts of Europe that have essentially very rural areas, with high-speed rail passing through to allow a connection between significant centre, kind of urban centres. It would be a absolutely phenomenal engineering feat. The thing that you'd have to, from my perspective, anything that I want to see would be at that HS2, from I believe, very clearly shows very clearly displays its benefits in terms of massive
release capacity in the system and on network. A connection from say Glasgow to Bell Fathom Dublin, that kind of corridor, would have to justify itself in terms of modal shift. It would have to justify that have to be enough journeys made by road currently that you justify building a new link. I think rail links are always a good thing to enhance and ideally minimise the people that
are not repeatedly drive, freight as well, but you'd have to look at the whole equation. So much as I'd love that to be proposed, we have limited resource in terms of engineers like me and like the engineers who are watching this hopefully, hello, hello everyone. Limited resources at
them, so you have to prioritise things. Money is not a limited resource, frankly, in this situation, because if you invest, actually get into every pound you spend, you get a massive return on that, not just in the infrastructure being brilliant, but also new infrastructure doing its thing, improving the economy and allowing people to move around and mobility and all this stuff. But actually in training skilled people, in also in paying people to do a job, they then spend
that money in the area they're working and so on and so forth. I'm in the green party, I'm probably just a yes, I'm sure is where I've got in question, and miles behind, that's from
Jane Hemsworth, thanks Jane Hemsworth. In the current designs of their provision for international services, two from Birmingham and the North, no, I'm afraid we have to join Schengen, we have to be part of the Schengen agreement before that works because there is no space in these new stations, or indeed the current regional stations to build customs facilities, no space at all, just isn't that, it'd be hugely expensive to add it. Actually the important thing is to make sure that
the exchange between Houston and St. Pancras is as smooth as possible. Crossroad 2 will help that eventually, but that needs to be improved as much as possible and the connection that people don't walk on, use snow, because I walk along with snow, I've got nosebleed, it's one of the most polluted parts of the UK, so more work to be done with that, but a physical connection between husband and husband and husband too, much as I'd love that to be a thing, it doesn't make any sense until we
join Schengen, which given the current political winsey of this ridiculous nation, it doesn't see very likely. Right, that's all right, the current design, the captain trains, one on double deck, is HS2 Burn Gage, HS1, Burn Gage is a bit of a misnomer really, Burn Gage is a standardized gauge across Europe that hasn't really existed for ages, it's kind of the name for an agreement
that said, let's make sure that railways get started gauge by which I mean loading gauge, not track gauge, track gauge is a distance between the two rails, it's standard across most of Europe, loading gauge is the area around, actually around the train, that you can fit, around the track,
you can fit the train back and forth through. HS2 actually has its own unique gauge that's based on the various European loading gauges, and it optimises slightly, we've done some clever stuff to reduce, to make it look, require a little bit less space, but to fit the same train shoes,
actually the modelling we've used to create that, what we call an infrastructure gauge, we've improved that, kind of modified it a little bit, but yeah, if eventually you did build the connection to international trains then yeah, any ICs or any of those trains could fit through.
In terms of double decked trains, I think they're a dreadful idea, they're really bad for access, they don't improve fastly very much, but some of the proposals for HS2's captain trains do include double decking, so there's a potential for that, but I'm not a huge fan of double deck
trains, I think they're a bit rubbish, there are some options, some places where they're usefully applied, some places where accessibility things are being fixed, but I think the vast majority of HS2's services will end up running on the existing infrastructure eventually, and so
having trains at a double deck is a nightmare. Right, someone thinks they have calling it, high speed 2 is a bad call, so many people pick up the save 20 minutes line, yes I agree with that, but that's, it is high speed 2, we've got high speed 1, so we have high speed 2, I don't think
the name is the issue, the issue is the terrible communication about what it's for, and that's only really been fixed recently, HS2 have kind of, a few new people, new faces in the comms team that have helped fix that actually, but they're fighting an uphill struggle, it's like turning it all
tight around, yeah, interesting analogies to use, anyway, yeah, the communication has been terrible, but college shovel, shovel is a high speed line, and crucially, high speed is what enables HS2 to achieve what it does, if you've slowed it down, of course, you don't get the benefit, it becomes
just a bypass for the west coast mainline, you don't get the benefit on the middle of mainland, check your little least coast mainline, to sort of, you know, pizza bread, not to don't cast through leads and new castle, and me here in New York as well, I just realized that you can see a load of
stuff dumped in the corners, it's this room's a bit of an extra worry, and do you think that one operation running both the HS2 and the west coast mainline want to do apart, yeah, I think that there should be a single intercity operator across the UK, frankly, one HS2 is fully operational,
and it should run all of this interconnecting services, and then I think that my personal preference is that you then retinalize massively, so you'd have west Midlands focused services, you have East Midlands focused services, perhaps combined, a little bit, Manchester focused leads focused,
but you'd have essentially suburban hubs that would have their own railing network, so you'd split in organ and half, for example, you might have a bit of transparent operation, it's kind of connectivity, but for me, the optimum situation is that the train operating companies are whatever
they end up being called after franchising dyes within the next year or two, is that you have HS2 being the backbone of the intercity network, and then you have with a single train operator, and then on the existing railway network you have separate train operators that are running
regional railing services, and the extent to which you have the interconnectors joining the dots and stopping everywhere, and who runs what is to be decided, to very complicated rail map, I couldn't do that thinking about it in five minutes, I'm trying to question, but that's how I see it, because then you get much more regionalisation, that pleases Tomforth, because then the regions can really define their own railway they need, which is good, I think that's a good thing.
A great incapacity in the area, what advantages are getting back having terminal stations, this is something I learned recently, William Barter is fantastic to read on this, I used to get terminal stations, but actually somewhere you have to have a terminal station,
you need somewhere that you can park your services, you need a fan area where you park up services that kind of between going one way, going the other, so actually if you design the station through properly, with proper grade separation, you end up with quite a well optimised system, so
Houston, Curson Street are both wonderfully well optimised railway stations, in terms of how they get services in and out, with minimised rail times, and not conflicting with each other, there's a video that I put on Twitter ages ago of the 3D alignment of the 3D alignment for the rail
lines coming out of Houston, and it's just, before a very rich older common, and the way the lines sweep over it, it's just stunning, there's a wonderful bit of optimised operational and infrastructure design, you can't, there's no point building a railway if you don't think about how
trenching it around it, and okay, segue, so if you, every year and then you'll hear people refer to high speed UK's plans, Colin Ellis is one of the two people who developed those plans, great respect for him, and to view me and I kind of got onto the railway as a result of him
giving me the nod, but high speed UK's plans have been developed by engineers with, as far as I tell, either zero or very little operational input, and it shows, frankly, William Bartik could go on for ages explaining why that is, I'd recommend you go and follow him on Twitter because he's
his explanations, and actually his, his piece that's in this same issue of rail, this is issue 897, he's written a really good piece in here that I'd recommend you pick this one up, still on shelves, it goes into really good detail about, and firstly that 18 trains per hour on HS2 is not, not particularly I've heard of, it's actually easily achievable, but easily, it's an
exaggeration, but you know what I mean, right, what else have we got? In fact, the general stations would build in the line without high speed, still off the same fast-term end as the network, no, it wouldn't, they definitely wouldn't, that kind of cost-benefit case be, currently
been made for an extension to Glasgow or Edinburgh, and frankly I don't care about the cost-benefit case, or you probably could build it, it should happen because you still, north of the new lines, you end up with that conflicting, the conflicting slow and fast trains issue again, so yes, it should be segregated, to what extent, given that the traffic does reduce as you get further northwards Scotland, to what extent that needs to be a totally new line, or for tracking with a bit
of separate route, for example, of a beat-it-where you've perhaps built a more shallow gradient through a tunnel for the potentially, actually, you've put, you've used that for freight and then put the high speed stuff
over the top, there are different things you could do, but I would reckon, yeah, it needs to happen, I think it should happen, for example, that's not a crazy suggestion either, the UK Labour Party had it in the manifesto, for example, yes, I think it should happen, thumbs up, I can't want to, this is the problem, I can't want to, thumbs up was for, but thanks to this people,
to each for the thumbs up, wouldn't it be cheaper if you didn't do high speed? No, I think the estimate is around about 10% saving, but that's on infrastructure alone, that doesn't account for fact you need more rolling stock, which means you need more stably, more maintenance,
you know, all these things, plus, if you redesigned HS2, you're starting from scratch, so you're right back to, you're probably set yourself back by another five years, you have to go through the whole legal process again, we don't have time for that, and also speed, the speed is what enables
it to achieve the capacity release on the West Coast mainland and the Middle East Coast mainland, and all the intersecting cross country routes as well, you slow it down, you need to build more urban one, that's really expensive, complicated, requires lots of engineers, hopefully that's
clear, are these answers clear, am I rambling, I'm probably rambling, that's what I do, let's see what we've got, so is there a specific reason it's not connected to HS1, yeah, for shangin unfortunately, without shangin, without being part of the shangin agreement, there's no point
because there's no space for customs facilities at the regional stations, all the way from central Glasgow would be also wouldn't it, it would really be wonderful, a vanity trend entirely appointed to our West Coast mainland HS2, here they are, but that's only for now, that's
only while HS1, sorry HS2 phase 1 is operating after that, things will change, is there a plan to link up HS1 and HS2, no, I'm afraid there isn't shangin again, if you comment on the votes of HSUK proposal, ah, the literature seems very plausible, this is from Bash Runway 3,
I'm afraid they're not very plausible at all, that's because they've been defined by engineers like me, without really consulting any operational experts, so they don't work, and they don't resolve the conflicting traffic issue very well, and they'd require, they'd be much more expensive,
they'd take much longer, and they'd be hugely more environmentally damaging, so they're not worth paying any attention to, I'm afraid, and I know that Colin Coenserville hugely insulted, that I say that, but I'm sorry, it's true gentlemen, yeah, but why not two different ones, oh sorry,
I'm not sure what that's from reference to, oh anyway, we'll come back to that, if I'm, feel sorry, as far as I know it isn't, I'll crack that form behind now, these push passions on the HS2 is about increasing local capacity, yeah, so, yeah, all clear,
HS1, HS2 link, yeah, sorry shangin, stupid brits, yes, we are, yeah, no offense, no offense, take, and local capacity increase into leads seems small, what's expected, um, that's not true actually, on several lines that connect in through leads, you get a capacity increase of between
double and triple, with a number of current commute P times seats, so that's massive, uh, sort of, for example, between donkaster and leads, at the moment all the intermediate stations have a proxy, you know, one or two hours, hours, uh, services an hour, an hour, 20 minutes apart, and then
four, the rubbish, that line is a perfect example of, of that capacity increase I've talked about, all those trains, if that someone shared a brilliant graphics showing the interaction of those services and the huge gap in the time table, you have to have to allow the fast trains to get
through without, you know, the L&R trains to go through without stopping is to have a huge gap in the time table, you get rid of those L&R services off onto HS2, and you get much more bunched-up services and they can, and all the trains can stop everywhere, yes, that means a moderate, uh,
journey time increase, the point is you then connect into the hub, so overall for longer journeys, it doesn't matter, you end up saving because of the speed of HS2, um, and in terms of local journeys, it's more importantly you can turn up at a station and you don't care when the train is,
the reason why, whatever transport works so well in London is because you turn off for a train, and you don't care when, you don't have to look at the time table because it turns up in two, like in two minutes, when we talk about level, well, fun people, I don't like this phrase,
because if it's generic, when people talk about leveling up the north, what it really means, everywhere outside of the M25, you have to turn up and you wait for an hour for a train, in lots of places, and even in the centre of city, to 15 minute frequencies of the, on some of
the really intensely used, um, urban lines, it's just rubbish, you should be looking at super high frequencies, look at what tens of them can achieve, which is the most high capacity rail in the UK, 40,000 passengers per hour per direction, that's what we should be aiming for in Manchester, Birmingham Leeds, and actually quite a few of the smallest cities as well. Is the authority facing resistance and shortage of funds in acquiring land for HS2?
But I don't know much about land acquisition of HS2, um, it is just, uh, yeah, there's been also sort of mess, still in the wrong way, HS2 is an organisation, it's just made a right old mess if the quite a few things were the last sort of 10 years, certainly as they started land acquisition,
it's also a, but it's a big government project, of course, stuff goes wrong, because it's big and humans are generally inept and we've made mistakes and we need to learn from it, we need to capture that learning, um, but fundamentally the problem with a lot of this is because the UK just doesn't
bother to invest in infrastructure, and even when we do it's boom and bust, um, we haven't got the skills base, not just for engineers, but also for commercial experts, um, for, uh, you know, project managers, uh, for operational experts, for, uh, software developers to get the signaling
right, look at Crossrail, the issue boom and busts that we don't have this skills base just sat waiting in the railway, we have to hook it in for elsewhere because the railways got so much an infrastructure more generally, it's just got such an unstable level of investment, it's hopeless. Uh, if in the Scotland entity, you could international shagging trends travel through GB nonstop, it's not what I'd love that to happen, but I just can't imagine the reality of that working.
Uh, it's a very good question, yeah, just a thought experiment. I mean, you could, you know, in theory, you could, but politically it's just not a reality. Uh, Josh, just Josh would like to see my map of the rail regions, maybe that's one of the future, uh, it could be quite fun,
some full-blown, Korean Easting. Actually, I have been doing that for Network 2050, which is something that's slowed right down because I've been so busy last year, um, search hashtag Network 2050, and you'll see some my early suggestions of that and what that was my end up looking like. Uh, same time we've been in very clear stories, lovely. Do we know just how much extra capacity HS2 would free up on existing lines? We don't know exactly how much, no, because no one's bothered
to model it. We do have lots of examples of where that has been, uh, we do have some lines where examples have been shown, but those in my opinion are quite conservative because they're kind of just based on what the existing timetable looks like. They don't consider, uh, for example, and the fact that we should be procuring a new rolling stock, yeah, it's ridiculous, we have so many short trains running, um, but as a rule of thumb, a lot of the lines approaching the big
term in I for HS2, you're looking at a doubling or a tripling of capacity, uh, and you can achieve more if you then, if you then think about the further future where we're having to do a huge amount of signaling the needles over the next 10, 15 years, by the time HS2 fully opens, you might well have
a lot of the lines running with ETCS, um, that isn't a panacea, doesn't win you capacity at the expense of HS2, but what it does allow you to pull trains even closer together, and then you just start looking at capacities probably much more than doubling or tripling, you're looking even higher, but um, nobody's bothered to model that because, and I don't have the fucking resources to do it, I've got a day job on the thread, uh, although I've tried to tease it out of a few people, uh,
leads are quite good, that sort of thing, so prod leads ITS. Uh, transports got my preliminary plans to build new HS2, it has been in film north of the border, yes they do, uh, I've seen some of those actually, or seen some of the early sort of, is there any future proof of the
HS2 to rely for further expansion? Um, actually not particularly, there is in the sense there's a free train path, it almost they mark it up with trying to reduce it from 18 trains per hour to 14 trains per hour, um, there is, there is passive provision for one train path, um, the thing is,
HS2, and this sort of reinforces the point that HS2 isn't about capacity on HS2, it's about capacity elsewhere, in having 18, um, trains per hour, you have a capacity of nearly 20,000 passage per hour per direction, which is like 50% more than the East Coast mainland, Midland mainland, and uh, West Coast mainland combined, so, um, that's a huge leaping capacity over the current long distance travel, and I agree with the Greens that we need to, this isn't about growth for growth
statement, we shouldn't be increasing them out of long distance travel, so that in my opinion is usually enough to accommodate, um, mobile shift for long distance travelers, and so long as you back it up by taking those, the commuters who currently use long distance travelers out and put them onto
the existing, keep them on the existing network, I think there's enough capacity in HS2 for the future given that we need to not be growing and growing, growing, we need to manage mobile shift, shift, uh, so moving people away from flights and cars, um, other people might have different view of that, good god, the messages are expanded and exploded, there are a few trolls have appeared
as well, hello, the lovely trolls, how's HS2 finance? Oh god, I'll skip that one, uh, Google it, I can try and explain, I'll do a terrible job, I'll stick to, I'll stick the engineering and the idea of stuff, um, sorry Adam, it's a good question, uh, maybe one for a thread, but it's, uh, it's borrowed against future guilt, which I haven't spent a 60 year return period, I know, I'm swimming out into deep water at that point, when do you think we'll hear an announcement on
for HS2 this week? Why is the national media so against HS2? Because they're all right-wing, and they hate investing in infrastructure, because infrastructure is for people, and the right will media hate people, that's not all media, actually even the time today promised a fairly sensible piece on it, but you will find there's a general, I mean if you look at the ownership of where the vast majority of the print media you'll see that it does face a second direction,
and that direction does not like investing in, uh, infrastructure for people. Thoughts about combined network with Northern Power has rail, uh, thanks David Powell, uh, I'd love to see you here, uh, sorry, you asked the question about 15 minutes ago or something now, don't you, if I'm getting behind, well, there's a time, 1334 already. Yes, uh, I think HS2 phase 2B will be paused and integrate with Northern Power has rail, which is a good thing so long as they don't forget these
midlands, fake axon, okay, fine, thanks for that. Here they are planning on a national simple 500-minute frequency in the Netherlands, between main cities yet exactly, absolutely, 7.5 minute frequencies are, are pretty good actually, and everywhere outside the M25 would benefit greatly from that level of frequency, but something like that would be available in Britain. It should
be, you look at, uh, the 90 second headways on Tenslink, they're absolutely stunning. Well, HS2 use the RTMS, uh, that's the European Railroad Traffic Management System, which is coupled with ETCS, which is the European Train Control System. Yes, it will, even though we've Brexited, uh, it would be, it would be completely daft risk developing new system because you'd have to pay to develop it, nonsense, we'll use that system. It's provision built into construction plans to mitigate
the climate change impacts. There's a very good report by, uh, AtSafeMafe on Twitter, uh, who, it goes into those details, HS2 are doing their very level best to reduce the carbon emissions from construction. Uh, could HS2 provide enough capacity to complete the replaced domestic aviation? Apart from the fringes in on the islands, uh, yes. Um, how much demo work has started around Houston, uh, demolition work has started around Houston. And a fair amount, yeah, uh, I mean,
there's some really good aerial shots. They've wiped out a lot of stuff in readiness. I mean, the project needs to, when we talk about shovel ready, actually, we'll be on shovel ready. The shovels are already dug into the ground. We're doing ground remediation work already in Curson Street, uh, in the area around Curson Street, Birmingham, the new station there, and around Houston. Uh, question, would you support a day of national mourning for the retirement and
scrapping? Oh, it's Pacer Commander, Hello Pacer Commander. Would I support a day of national mourning for the retirement and scrapping the Pacers? No, I'd suggest it's a bonfire of celebration for scrapping the Pacers. So you're going to be, you're going to hate me and be really angry, uh, no, the Pacers. Uh, would Highland Sheathen Aberdeen Services be transferred to HS2? Um, yeah, actually, that, that, it currently, it's not proposed. It's proposed that it exchange, uh,
at, um, that exchange at Edinburgh Glasgow. I have two minds about that. Actually, I think it, it's changing trains isn't something we should be afraid of. People do all the time in London because the service frequency is good enough. My preference actually would be to run, um, is to start running more frequent services that stop everywhere with electrified, fully electrified trains, uh, north of the central belt. So they stop everywhere and they run frequently.
Jerry, if you electrify a journey to, and do lots of journey time improvements, you'd, you'd, not gain, you'd not see an increase in journey times, but you see a massive increase in the benefits as places like Lawrence Kirk and, I don't know, uh, uh, Dunk Elderburn, uh, that would have, be, that, that was essentially, so my preference is that on the existing network as much as possible, we can marginalize. So that's, make the services look the same. And so it, it could, it could happen,
but my preference actually is that it isn't, uh, that wouldn't be. Uh, as soon as we've got this government, so electrification goals by 23 of the chiefs, um, I'm a feminist, yes. How would freight travel combine the stopper service on the current main lines? It's a very good question. Um, um, actually freight, if you fight freight, so what I mean by that is don't pull it over into, into passing loops, you just keep the freight moving, um, and not generally with modern freight,
you're getting, you're moving away from, you know, the coal, um, there is an, uh, reasonably, kind of stability increase in some bulk, uh, good, uh, movement, but actually the, the, the growth market in freight is intermodal, generally intermodal, so that's, um, light stuff, that stuff is supermarkets as well, um, all that good stuff. That can travel at higher speeds, so actually a good thing would be to continue to enhance, uh, do research into running reliably faster freight
services for those vehicles. Then indeed, if we start using something HSTs as freight vehicles, which is, which a couple of people have suggested that would be improved even further. Um, what you want to do with those is flight them. So they, so you're running the fast frequent services and stopping them everywhere, you need to have the freight needs to, again, needs to be slotted within that. And don't get me wrong, that's a challenge, but freight fits better
amongst stopping services. So if you've got freight that's running at 60 or 75 miles an hour, and you've got 125 mile an hour stopping services, that's a lot easier to fit together than, um, stopping services and freight and then nonstop fast services. Because the nonstop fast services that wreck your timetable and make, uh, require a load of empty space, hence why HSTs 1, sorry, I'm getting tired. Hence why HSTs 1 is, uh, HSTs 2,
um, 38 minutes in and I'm already getting confused. HSTs 2, um, is, will not run freight and shouldn't run freight. Um, it's all about clearing up those, uh, getting rid of those fast services off the existing mainline. Right, that's all I look. Uh, jib jib jib jib jib, uh, how many cities and regions not served by HSTs to benefit from it? EG Bristol and the south west, another good question.
Bristol and the south west will benefit, for example, by the release capacity, uh, at New Street, so that allows more, uh, connectivity through towards br- towards Bristol and the south west, um, potentially also, you alleviate some capacity issues by, um, running down into HSTs 2, on HSTs 2 into, uh, uh, Houston, uh, or into all that common rather, and then changing all that common onto, uh, in city services into Bristol, and that can be quicker than the current cross-country,
which is quite wevy. By doing so, you might well then get benefits around Gloucester by taking those into city services off, out of that, off that mainline and allowing them to just be running local services at higher frequencies and then using the, uh, maximum enhancements that have
happened on the Great Western Railway, about the Great Western Mainline, actually that you stop using cross-country services, so you start running into all that common and then get HSTs 2, without seeing any hit to your journey time, um, and an increase in frequency actually, uh, so they're actually substantial potential benefits for, for Bristol, uh, and, and the region. Uh, those obviously haven't been quantified by anyone because no one's bothered to think about
that sort of wonderful stuff. That's the Bonfire Extract, Andrew, here, yeah, sorry, uh, sorry, paste man, any idea when they'll spark up Dundee and Perth? Uh, Pass. Uh, Elifrogation's positive in Scotland, hasn't it? Um, I'm afraid, but hopefully that will reverse right. I'm going to go on a tour and see because lots of people occasionally ask
questions on Twitter without realizing that I can't see them, so tell them to look. Um, did you do, did you do, did you do, did you do, did you do, did you do, did you do, did you do, oh, that's very nice, that's my combatman. Uh, yeah, oh, that's all right, I'm still going, uh, happy days, any other questions? Let's have a look. Oh, yeah, I've quite a question somehow. There we go. Is this all right? Is it fairly, is it reasonably, um, if I do that, is it?
Oh, that's horrible, isn't it? It's not, yeah, I've got a light, I can shine it in my face. Oh, let's not do that. Uh, this is all nice and clear. Um, I think everyone can see, sorry, I've answered a little questions there. Hopefully that's, uh, that's useful. I'm going, I'm going to go around till seven because I can. Um, how do I envisage used to underground, coping with these influx of extra passengers? To be honest, this is one many cross rail two.
We need to be able to move people, uh, in that sort of, uh, weirdly cross rail two was, it was, the, um, the line that had the best, I mean, I hate them anyway, but it had the best benefit cross ratio of the three major railways that have happened, subterranean railways that have happened in London. Uh, the first being the weakest, having the weakest case, which was the Jubilee line extension, cross rail being the, uh, the cross London railway being the one that
had kind of a middling, um, kind of benefit cross ratio. And then, uh, and then cross rail, uh, cross rail two or the Chelsea hackney line was the one that everyone expected to happen first. But that line is super, is incredibly important for getting people out from the east of London, kind of the, the, actually, the stretchings for you guys, um, out from one side of London,
she'll say through and south to like the water no area. So there's a huge amount of work required to, um, to improve, yeah, so the, the Northern line and, and all these different lines is, uh, uh, the, the, the, the, the people need to travel on them. London will continue to have more people travelling by public transport. But London has a, reasonably, a lot, London's got enough capacity in its system to benefit from kind of, um, more, uh, assertive measures to reduce car usage,
like ultra-low-emission zones, whereas the rest of the UK doesn't have that capacity. Um, and so we need to be seeing, uh, investment within London, but also we need local transport systems to be getting investment, uh, particularly in cities, Birmingham, Manchester, Leeds, um, Liverpool. These major cities, and Bristol, of course, um, these major cities require, it's ridiculous
that these cities don't have proper underground systems. Let alone trams and, and, uh, Leeds, it should have several metal lines and let alone, you know, not even having a single rapid transit system. It's just bonkers. Uh, right, here we go. Uh, do HS2 trains use three times as much energy as standard in city trains, one clean and firm, uh, Martin, yes. Um, no, they do not. That's nonsense. Uh, it's based on, uh, using the laws of physics and just going off it goes
faster and uses more energy. Um, the reality is that, uh, these trains, firstly, they're new trains, so they use less energy anyway because they're more sleek and efficient. Secondly, they have much higher capacity, uh, internally. So, you know, the HS2 trains, they expect a typical capacity around about 1100 compared to about 400 in typical in city train. So, um, so actually you're, you're reducing the energy consumption per seat. So yeah, it's a nonsense
claim. It's just a little rubbish. Um, uh, slightly tangential, do you have an opinion on hydrogen? It means to electrify rail versus overhead. Uh, yeah. If only at the very extreme ends of our railway system, uh, should we be using hydrogen, if you're running more than six trains an hour in one direction where you have speeds of a hundred miles an hour or absolutely by default,
it should be electrified conventionally. And then you've got a load of grayery once where you're connecting things, those, and kind of within the network and you just have an island of un electrified railway, those should also be fully overhead electrified. Only lines like the West Island line, uh, and, you know, uh, some of the southwestern branches, you know, maybe the tackle line, for example,
you wouldn't electrify, um, or at least you wouldn't prioritize electrification of those lines. But, uh, conventional electrification is by far the best way to go because you have a much cheaper, um, railway system, much more reliable railway system, much lighter trains, so on, so forth. Uh, Dave Powell is pointing out that HS3 is non-pass rail. Yeah, I try, I hate the name non-pass rail because it's a gimmick name invented by George Osborne, but a lot of people use it, so I try,
you know, I try to use what people describe it as, but it's HS3. It's the third separate distinct HS3 rail project in the UK, uh, or at least it is since the, you know, the 2000s, because the Selbyd I version was the first HS3 line in the UK, but that's for another little high railways explained thread, right? Uh, will HS3 trains be able to switch away from HS2
French Newerworks? Um, that depends on how many connections into the existing row I don't ever quit yet, so, um, HS2 is being designed as a almost 100% reliable railway, so you build it and you walk away, um, it will have certain closure periods, but it will be designed in a such a way that you don't need to close it for any new works. That's the advantage of a new railway
system is that you can design it such that, and it's not goal-plating. If this is, this is, this is making the consideration that, um, uh, railways, uh, you know, all railways are usually unrollable because we have to spend so much time plastering them up and fixing them and screwing up bolts that have fallen to bits and XYZ had all these different things. HS2, you've the benefit of designing it to be good from the, absolutely brilliant from the offset.
It's not goal-plating, it's reducing, it's reducing, you know, not at least reducing the carbon footprint, because the travelling that people have to do to get to maintain the railway, um, you look at network rails, uh, foot, kind of carbon footprint, a huge, huge amount of that is from people like me driving to sight to, to, to survey and do things, uh, because we've got a little kit that we can call and train or the last train is XYZ, so a lot of us are traveling to, and also
because stations are usually miles away from, often miles away from where things have gone wrong, um, uh, or battery, uh, batteries, a, hydrogen and battery are really heavy and do not yet hashtag not goal-plating good stuff, thanks sir, dude, and hydrogen and battery, and there's a really good little mini blog that I took from, the David Shure is a written, um, that's on the primary engineering website, but actually you can search rail, rail engineer, hydrogen, and he wrote a really
nice long read on why hydrogen has limited applications. Is there an encouragement, any encouragement to getting logistics companies onto rail, uh, not by the current government, particularly? There are lots of really good efforts that the industry is pushing, but we're kind of hamstrung by the lack of any strategic planning at government level. Would you support the line from
hull to donkast elites? Absolutely, that line should be fully archfired, um, for the half the time it tries to people, uh, oh, that's sorry, that's someone else answering questions, thanks, uh, thanks for that. How much wider a footprint will HS2 have from HS1 in Kent? Oh gosh, Pedro J. UK, uh, off top of the head I can't remember, but it's not, it's not too similar to be honest. Um, people seem to make a huge fuss about the massive differences in footprint between,
uh, or in fact they suggest HS1 as a colossal footprint. No, they don't, uh, has been rail rail lines have a pretty narrow footprint. Um, no matter whether you look, you know, how you look at it, uh, you consider that HS2 on capacity of 20,000 passengers per hour for direction, um, the M1 next to it will have a capacity at best, uh, of maybe a quarter of that. So the, so to, you know, to get the benefit of, you know, to, to match that capacity,
you have to build a colossal wide motorway. So, uh, no, I don't, the, the, times you're questioning I've no idea Google it, uh, but it's not that much wider, uh, and I think, you know, the extra width of the, uh, that's certainly in terms of the six foot, so that's the distance from the two tracks is no particular difference. In fact, we've been optimising that, reducing
it slightly in a few places to, uh, to further minimise that overall footprint. Um, of course, you never hear about all the valiant engineer work that goes on in the background, some of which I have actually worked on myself, um, to bring costs down, which is why when I hear cost escalation, I always get very surprised because all of what I've seen is just cost being saved and saved
from valiant engineering. It's, well, it happens in detail design, it's just inherent. You save a lot of costs, um, often it's contractor risk based stuff that increases the price rather than the actual engineering itself. Um, is there any aspect of HS2 being able to provide high speed low carbon freight services? Um, HS2 already has a massive annual tonnage, so that's the amount of traffic running on it every year is huge. So, uh, and it's designed to be absolutely optimised for passenger
vehicles, lightweight passenger vehicles. So I'd strongly protest any, um, freight running on that railway system. Uh, the point is that the existing railway network has, where all the depots and terminals and all the sort of freight stuff is already wired into the existing railway network, it gets that massive capacity release, and you can start really more freight as well. So that's the benefit really is on the existing network. Um, uh, right. Oh, someone's sending out replies,
let's go in. So let's go in here. So I'm looking, uh, forget my push in this, but in the plans, there is a link to HS1 and HS2, this because, um, that link is like a slow speed link, and I think maybe that doesn't exist anywhere anymore. I can't remember exactly actually, uh, but I think it's been excluded entirely. Oh yeah, that link port, yeah, no, that doesn't exist anymore. Uh, Josh, just Josh, that's been removed from the plans, doesn't exist. That's an old map, look at that thing there.
Uh, periscope won't log in. Oh David, get involved, uh, some thumbs up from people, good right. Where was I? Following hopelessly behind it, I've got, uh, only got 10 minutes left, because I think it happened more than an hour of completely nuts. Uh, no gold plate any, yep, is there any aspect that ever see a return of motor ale? No, we want, uh, non-off-spacing cities for it to, to have a return on the parade much as I love it too. Um, but it's better that we encourage the use of height of,
um, the higher vehicles, uh, actually, uh, higher vehicles actually brilliant. You don't have to own the car, it doesn't do anything for ages, it minimizes the amount of materials, it has to waste building cars. So I'm, I'm all for people hiring cars at the end of their journeys. So more of that, please. Counter-trained double deck, I'll answer the question already, 54 North. Is this the way to Amarillo? It might be. Stupid question, nope, there's never a stupid question. Would it be possible
to link up some mobile freight to stop a services so it could be transported more easily? Uh, there are discussions about this sort of thing actually, and there are also discussions about micro-into-mobile freight, where you only have maybe a few wagons being transported. Um, those are all really tricky when you're in a complex railway network, busy year of all this mixture of traffic. Once you start homogenising things, uh, actually that, those sorts of clever experiments
are optimising the way that you mean freight around become possible. Uh, is there an HS4? Does it literally just do? There is no HS4 as far as I've heard. Um, I mean, where would it be? I don't know, probably from, I dare say, from them, Cardiff through to Bristol and then up to Birmingham,
if there was going to be one, that's probably where I'd stick it. Uh, or, or my other proposal for a high speed segregation, which is sort of a bit like building a Trent Valley bypass, which is for these cause main lines, primary kind of the fast line, if you like, to be diverting via T-side,
to connect up that huge city of potential growth opportunity for New Housen, for example, and to go, uh, round through and then back up and actually you end up with it being faster than it currently weaving through, um, north of Downs, and it gets a bit, sorry, north of, uh, Northow Pacific, it's a bit weepy. Uh, is my tea cold yet? It's kind of, I don't, I'm having a lady grade because I quite fancied something that, in a milk in it, so it's not cool down quite
quickly. I don't know, technical answer for you, David. Uh, he threw a gap work apparently. Uh, not sure what that's in reference to. Uh, people often ask me about the connection, why HS2 doesn't connect to Heathrow. It does. All the common station will have a Crossrail stop, and Crossrail will be really quick to get you to Heathrow. Um, oh, is that the end? I've, I've caught up, I've caught up with all the questions. That's incredible. Let's have a look. Uh, no, maybe,
uh, yeah, just, uh, actually, seems to be, uh, seems to be intact. Sorry. Uh, would it a high-speed version of the M25 be good for getting people to bypass London? Um, actually, this has been talked about quite a lot and there is a, I mean, a Swiss rail generally will provide that facility in the, uh, East West Rail, which for crying out loud, should be electrified from
the off, don't get me started on that. The idea of building a new railway, let alone 125 mile hour one that doesn't just automatically have electrification is just battling to me, absolutely battling. Um, East West Rail once it runs around to, from between Cambridge and Oxford, we'll do a really good job of that. Um, but in terms of connections in the south, um, yeah,
it's always good to increase connectivity. You just have to assess that project on the basis of how, how valuable that would be versus, um, for example, building, you know, tunneling through Manchester, or Birmingham, both, uh, the Castlefield corridor, which a lot of people talk about, and it's like singularly responsible for much of the disruption on Northern and Transpanyment at the moment. Um, that's, that, that route has been needing upgrades for decades and pick, pick, pick, pick,
pick tunnel, which is in Google, uh, yeah, get, get down, Google it. Um, was one of the ways to solve that. And basically we've tried, we've skirted around the edges and avoid been voted building it. We did the entire Metroling system, which is brilliant, but it's not a replacement for Heavy Rail. It's a light rail system that's absolutely super for density within the city centre, but actually, you need to have that the higher speed, higher, uh, frequency, a kind of higher capacity
metro, heavy rail metro system. Um, and it should turn on the Manchester. The reason why Crossrail and my Tensling have such high capacities is because they don't have to deal with really big, um, busy, weavy, um, sort of station throats. There's just two platforms for every single station through the core, which means that train arrives, people get on and off it, it, it clears it off and I don't want to rise almost on its tail and you can just convey about people and train this
through. And so you get this immense capacity. Um, that's, uh, that's something that we need to emulate elsewhere. And for me, the two key ones that jump out are the Cross-City line in Birmingham and, uh, the, the, the connect the cast for the corridor in Manchester. Uh, do do do do do do do. Check it to approach with the part of the rail. Yeah, south of the 25 dust road, it's redding tumberage, but it needs to electrify, it needs to electrify with overheads, actually, as well. Um, oh, HS4 air,
yeah, that's a, that's a, that's a kind of a branding that hasn't really kicked off yet. It's sort of up in the air, it doesn't really, uh, properly exist. Just, David, um, if we've got farmers left, um, I will stick this on YouTube later. Hopefully, I'll answer some questions. It's very waffling, rattley, rattley on, isn't it? Let's see. Uh, yes, I will stick this on YouTube later. Uh, David, uh, hi, gaff, I live in Kidham Institute. So currently I have a direct line to London on
Chilton Railways. Ah, hi, Jane. Um, yes, will that survive if HS2 is launched? Uh, currently, yeah, there are no plans to alter the Chilton Line operation. Actually, Chilton Railways do kind of run as a bit of a, um, high speed stopping service already. My preference will always be that you end up procuring electric train. You know, that line needs to like five stars. Um, my preference always be that you procure electric trains that can run for 25 miles an hour, but they stop everywhere.
Um, because then you can bunch your services up much more closely together. So even though perhaps your journey time doesn't improve or maybe even get a little bit longer, you don't have to plan your day around in hourly service or even in a service every kind of half hour. If your trains are running every 10 minutes or less seven and a half minutes or even more frequently than that, um, you do save time in your day by not having to plan your day around in a more infrequent service.
So I think we need to change our mindset about journey times being key because for most passengers, it's more about reliability, getting a seat, um, and, uh, not having to plan your day around trains. Those are the three key things. And actually, journey times specifically isn't, um, isn't the main driver of journeys. Um, so I, so you'd still, so even on the west coast mainline, you wouldn't lose your direct, I don't, I'm not proposing that people would lose their direct London service. It's
just the train would stop everywhere, um, on the line. Um, but I realized that sounds quite radical and it might upset a few people, but then that, if you get a colossal leap in capacity and in frequent service frequency, I think that benefits people. Particularly if it means that you can move to other places outside of the big hubs, you can live somewhere that's a little more, um,
uh, you know, more accessible for other things or maybe close to family. If your local station has a train every, you know, 15 minutes rather than every two hours, uh, what do you think about the AV network? Yes, great. Uh, any sense of where servicing, uh, HS2 will be new rail employment center. Uh, there's one in Leeds coming in, isn't there? There's a massive, um, HS2, uh, service, kind of, wrong stock service and depot going leads. Where's the other one? Is it, uh, in, uh, it's probably
London somewhere, isn't it? Is it maybe, uh, near older common perhaps that I'll have the wrong stock depot camera on the top of the head? Fun, I really ought to memorize exactly what the layout of HS2 is, but, um, actually my, my, my role isn't so much to know the ins and outs of the design perfectly from the top to bottom. It's more to kind of make the case for what, why it's so important, why
high speed segregation is so important. Uh, any more questions? We've got three minutes left for getting close to finishing time. My team is like mod cold. Um, hopefully some people recognize this lovely, lovely railway poster. Yeah, yeah. Uh, this marvelous. Um, I don't need my tonics to come away. It's probably for the best, but it's dinner time. Um, cool. Thanks David. I might do, I mean, depending on how horrifying this was, and, well, just see myself waving a mug around in
the screen over there. Well, so I wanted that again. Um, hopefully this was useful. Um, I always enjoy Q&A sessions. Uh, they're, they're, they're kind of much easier to, I like that engagement. It's really nice, uh, particularly the people who accused me of having fake accident. Um, my accident to mess. Uh, my dance from north Devon, my mom's Welsh grew up in Inveruri, you know, I'm just, you know, um, I'm a cartoon hate figure for the stop-h2 movement. Why is that? Oh, let's end on
that, that shall we? Um, because I hope it's because I've communicated far better to a lot more of people, what the whole point of the railway line is. Um, I hope that's why the hate figure, because I've succeeded in converting a lot more people than, um, the previous com team in Hs2 Everland's two. Uh, oh, go on. Another question. Should they let find a line from Cardiff and Birmingham? Absolutely. They should. Um, pretty much every main line, uh, needs to be electrified.
It's two track railways. Chances are, it needs fully electrified. Electrified. Well, the commercial speed of the NHS two, most of the change will run about 30, uh, 330 km an hour, um, and occasionally it'll run at 360. Um, to just kind of catch up if there's a bit of delay or whatever it is, um, or at peak times to, to, to change around more quickly. Um, cool. Uh, let's see, uh, do the very useful, good, uh, thanks for watching the, yeah, 360 is the,
the heck kind of maximum speed, but actually most change around 330 km an hour. Um, thanks Martin. Yeah, hopefully I had a few converts. Yeah, two 25 miles an hour is 360 km an hour, um, but actually most of the change around 330. Uh, right. Okay. 1859. I'll keep this to an hour. Everyone that's been really brilliant. Um, I've enjoyed it. Hopefully some useful kind of answers to that, um, have a nice rest of the day. I know I will maybe do another one, see you soon. Cheerio!