Given the 231s are on the face of it just a 755 minus the pantograph and transformer etc I doubt it is much of a big deal to fit a pantograph etc later. It is I hope not going to be a conversion requiring designing and alteration.
Will they need to remove an engine to make space for new equipment I wonder?
Also means the cardiff- Severn tunnel on the Gloucester services can be electric operated possibly? Unsure if it affects Ebbw Vale services.
Surely they'd become 75x as an AC electric-capable FLIRT - I thought that as soon as pantographs (or even transformers, as must have been the case with the pantograph-removed Transport for Wales 769s) are fitted to a unit, it's then an "AC electric unit" as far as looking at it from an electric point of view is concerned. But yes, indeed we can get surprises, so we'll just have to wait and see/hear (etc.)
Just to recap . Is that, and is it still Cheltenham. Ebbw Vale & Maesteg?
If Cardiff to Bristol was an hourly tfw service additional to existing services, only 2 231s would be needed probably. Leaves the rest for the services originally planned for them.
If they're going to run an additional service to Bristol they're going to need more stock - but I'd argue that the pantograph-equipped 231s make sense for services running primarily along the main line where they can make use of the overhead, and it would make sense to order some extra 197s for other services. (There will doubtless be some political pressure to keep the CAF factory in Newport busy).
Probably for the proposed stopping services to Bristol TM bus journey times would be 65 minutes each way if its serving all of the existing stations plus the proposed new stations between Cardiff and Severn tunnel junction.
As well as the traction power differences the class 231s, 755s and 756s each have their own bodyshell differences (number of doors being the obvious one, not sure if there are any other differences).
The consultation on the new South Wales Main Line stations suggested they are looking at three service options:
Very interesting given that it says 'TfW told Modern Railways' rather than Modern Railways just speculating regarding use after 2040.
If they really require bi-modes after 2040, then additional class 197s would be insane (I would argue that this applies to the existing fleet also, given that as it is they won't be 35 years old until gone 2050). As for the CAF factory in Newport, perhaps there is something they can do to electrify the class 197s. Alternatively, CAF could build some new battery EMUs for the Core Valley Lines to release tram-trains for the extensions in south-east Cardiff.
Probably 197s rather than more FLIRTS, to keep the factory open.
Yes, I stand corrected - more 197s are a good idea from a fleet uniformity point of view but a bimode or trimode version would be better. CAF are doing a trimode Civity (admittedly as an intercity train) for LNER, so it may not be too hard to do a trimode for TfW, especially if the units don't need the light weight and high Route Avaiability of the 197s.
The additional Bristol services proposed would be all-stations stoppers on the relief lines with five or six new stations. Even with EMUs and the expected relief line linespeed upgrades, these are unlikely to offer an attractive journey time for end-to-end journeys between Cardiff and Bristol. They are probably targeting trips like Magor/Somerton to Bristol/Cardiff, which I would suggest is very sensible.
There is no direct link from Swansea - Bristol Temple meads, without a change at Cardiff Central or Bristol Parkway. So the extra stops may not actually add that much journey time to a direct train from Swansea, than the time it would take to change and connect to a Temple Meads train.
So potentially thwn 231s diverted to these Bristol with 197s ordered to replace them on the Maesteg to Ebbw Vale services. People won't like that
Also the idea behind the Swansea to Bristol trains is to call at the mainline stations (including the proposed 5) and offer an alternative to driving.
Many people from South Wales use Bristol Airport.
Plus Fridays especially it takes more than 2 hours to drive Swansea ti Bristol Airport I should know from experience
Ah, very true about Canton.
Other than propping up basket case Welsh factories, why would they order more diesel only trains. It would be the height of stupidity to convert the 231s to electro-diesel and then back fill with new diesels. Just buy new electro-diesels from Stadler.
The 231s don't have (traction) batteries; they're simply DEMUs (diesel-electric multiple units), meaning that they're diesel multiple units (DMUs) that have electric transmission, where the wheels are driven by the electric traction motors that are powered via alternators that make the diesel engines act like generators (like the 220s/221s/222s, albeit with the engines in a separate vehicle),
Extra 231s or 756s would be what I would do however you know politicians.