Great Western Coffee Shop

Independent assessment of the value for money of the Intercity Express Programme and the credibility and the value for money of any alternatives which meet the Programme's objectives.
http://www.dft.gov.uk/pgr/rail/pi/iep/fosterreview/

An extract from the conclusion:

In conclusion: The review of the programme suggests a further review!

But don't you think that conclusion should be reviewed to make sure it's the right one  ;D

No its not that reason .......... its more lets have a review to delay spending money and by the time we think about making a decision it will be time for a general election so we can not possibly make that decision until after the country has decided so say hello 50 year old HST's

... all of which rather suggests that this was actually published by Sir Humphrey Appleby (http://en.wikipedia.org/wiki/Humphrey_Appleby).

Basically Sir Andrew Fosters review of the IEP programme has simply been overtaken by political and financial events which as we all know have put most public spending including transport on hold pending an Autumn review.As I have said before HST life extension now looks odds on more than ever in these circumstaces but lets wait until Autumn and see.

Just out of interest what exactly would an HST life extension actually involve? I would have thought that the FGW overhaul job of a couple of years ago ought to give them a new lease of life, what with re-engining, back-to-the-metal repainting on the bodyshells and a complete internal refurb. Not sure there's much left to replace apart from possibly things like a/c systems and running gear.

I was under the impression that there would come a point in the relatively near future where they were no longer acceptable from the point of view of "dump it on the ground" toilets or disabled access, but no doubt such regulations can be brushed under the carpet if necessary for operational convenience (and common sense!).

All this covered in the appendix to the report, it states that a number of HST "locomotives" (power cars) had substantial electrical rewiring to extend their life and reliability other have not been because they were destined to be replaced by IEP, it also covers the requirements of DDA compliance and lavatory track discharge, it also covers the future need to be compliant with the EU's CO2 emissions.

But if I recall correctly, the GNER/East Coast class 43 fleet actually had a much more thorough going-over than the FGW ones, with many more things replaced with new components.

That's because the GWML HST fleet were / are seen as the first to be replaced by the IEP, BR Western Region had the first batch of HST's so effectively has some of the oldest in the fleet.

If I recall correctly the East Coast was to have been the line to try out IEP first. I would rather the HSTs and Mark 4s were life extended and locks and hauled stock were built for the longer term. After all motive power can be more readily changed than a complete train when electrification comes along,

you might be right there
A number of technical problems, HST Mk3 have a 415v 3 phase train heat / power supply system where as electric and conventional diesels have a 850v single phase (or can run at 750v dc) train heat / power supply also there is the train control wiring system the cost of modifying these on top of other life extension works may be disproportionate to buying new as the report states the Hitachi Javelins have entered service with very few problems and in my view would be suitable for the Bristol / Cardiff services, in place on the GWML with electrification higher than 125 line speeds could be an option