Great Western Coffee Shop

Platform 7 at Gatwick was "essential" because the GW franchise included a requirement to run two trains an hour to Gatwick. I've been waiting to see when this would happen, and how that could be timetabled to serve all stations and not be very slow and need an extra diagram.

The Wessex Route Study answers that, at least in terms of what the plan is. First, it now transpires that Platform 0 at Redhill is also "essential" and that is due to happen later in CP5. The CP5 Enhancaments Delivery Plan says March 2018, but oddly also says it only "facilitates" the extra FGW train.

After that the plan is to run a third semi-fast to Gatwick, with the same stops as now. The stopper becomes slower, can do all stops every hour, but only off-peak and with a 15 minute wait at Guildford. There are ideas to solve some of these drawbacks, but they cost money so are for post-2019 - if ever.

Of course this also has to wait for the post-electrification cascade of DMUs, though even then turbos will apparently be only seven a penny. Previous studies talked about longer trains being needed, but now (with more trains, it is true) a mix of 2-car and 3-car is proposed.

Both the Sussex and Wessex route studies recommend electrifying the North Downs line with AC once the current wave of electrification schemes are completed.

AC electrification would lead to around a 10 minute reduction in journey time for both fast and slow services on the route.

So yes, Turbos for a little while longer. But possibly not forever.

The way I read the Wessex study, the North Downs could go one of three ways - 'sub options', on page 140. 

DC infill, AC infill between DC, or AC between Reading and Reigate; with a decision to be included in the next electrification RUS re-write.

Within the very next section about the West of England line they write:

"Only AC electrification has been assessed as DC would only be considered
for infill schemes, such as the electrification of the North Downs Line." 

Paul