They won't. The only confirmed plans for Bristol services is the 2 hourly originating in West Wales. Everything else is rumour.
Its hardly a rumour - TfW put out a consultation a while back talking about the burns stations and set of new services - either 1tph cardiff to bristol and 1tph cardiff to Cheltenham, or 2tph cardiff to Bristol and 1tph cardiff to Cheltenham, or 2tph for both.
TfW also put in an open access request to run a Bristol service. I'm not sure where it got but it's still being referred to so I assume it at least hasn't been turned down. In its proposal it said it would use class 197s.
The 197’s are needed for services in the North Wales and the Marshes.
As it happens, I was talking to my mate about this yesterday. They seemed to run fine all day on Monday on battery with the diesel running to top up the batteries. The issue is the time loss whilst the train is stopped to talk to the signaller. In future, that could be accounted for in an amended schedule. With nothing running to Caerphilly, the trains could run later to Coryton and back. They also have decent dwells at Penarth so the only obstacle is finding a path through Cardiff in the southbound direction. Assuming four minutes later (actually three because the one minute pathing time could be deleted), Queen Street looks okay. From Central they would have to follow the xx09 and xx39 to Barry, rather than precede them, but that's hardly a deal breaker.
I am not sure of it was this forum I read that Stadler want to do the work in Switzerland but TfW want it done in Wales.
Sending them all the way back to Switzerland for what should be a relatively minor upgrade seems very overkill. I know it's not as simple as attaching a pantograph but still feel it should be doable here.
Pantographs and transformers etc. I believe. If it was done here, where could it be done?
Thanks for that Daniel. Must have missed it.
Maybe they could contract CAF to do it, or lease their workshop space.
Oh yeah. I mean, it's not like CAF haven't worked on Stadler/legacy Stadler products before (their modifications to the 68s to work with the Mk5As).
Good question. I believe they've actually been assembling trams/trains for Israel? alongside the last few 197s, due to 897 supplier delays. Maybe it would make sense for them to be contracted by Stadler to convert the 231s into bi-modes.
My feeling is Stadler will want to do the work in their own workshops. It is after all something that will come with a warranty and no doubt there will be tests of each converted unit following on from the work.
I mean they're DEMUs and they're designed with it in mind so it's actually possible unlike a class 197 or even a voyager.
For now, yes. However, TfW's 'Network North Wales' brochure indicates that they are pushing for North Wales Coast Line electrification by 2035. They will therefore need to get some bi-mode or EMU stock on-order fairly soon to replace the 197s 'up north' and, once those are in service, TfW will be free to cascade those 197s southwards.
What is the linespeed (main and relief, current and planned, if different) on the GWML between Cardiff and Severn Tunnel Junction? I often forget that the class 756s have a lower maximum speed (75mph) compared to the other UK FLIRT units - perhaps that could be an issue for GWML services? My own view is that any 756s released from Coryton services should be redeployed to oust 398s from the TAM Valleys north of Taff's Well (avoiding the need to order more 398s for the planned Cardiff Bay to Cardiff East on-street.
The chances of this happening are minus 100%, its a complete impossibility.
"Pushing for" and actually happening are two very different things. Electrification of the North Wales coast is one of those things that sounds great but would technically be very challenging - or in other words, very expensive. And with the exception of London services (which already use bi-modes) it only feeds into other non-electrified routes.
Cardiff - Newport is 95HST/75 on the mains, and 60 on the reliefs. Newport - Severn Tunnel Junction is 90HST/75 on the mains and 40 on the reliefs (bar a short section of 60 in one direction).
www.realtimetrains.co.uk
Most likely to visit the wheel lathe. There was talk before of having plans in place so that the fleets based around Cardiff could still visit the North depots for tire turning if necessary, this might be a test of this.There is a movement on RTT on for Monday 16th from Canton to Holyhead
Realtime Trains | 5Q40 0809 Cardiff Canton Sidings to Holyhead Car. M.D. | 16/03/2026
Real-time train running information for 5Q40 0809 departure from Cardiff Canton Sidings to Holyhead Car. M.D. on 16/03/2026. From Realtime Trains, an independent source of train running info for Great Britain.
It is being suggested elsewhere that this is a Type 37 dragging a Class 231.
Assuming this is true, any comments as to why a 231 should be being moved so far away from its home territory?