Remember it's moving to 6 trains per hour in the core from Manchester to Leeds. That's 1800 seats per hour. TRU is also specced to allow for future expansion. More carriages can be ordered in future.
Who knows? That seems an entirely speculative comment.
There should have been a complex bit of trade-off work here. I am sure the battery degradation risk sits entirely with Alstom. As long as the train leaves the depot with enough battery range and isn't overweight etc., TPE probably do not care. It's easiest to think of the extreme scenarios and then realise that there's a sweetspot somewhere in between. For example:
I haven't seen anything today. The original procurement had options but haven't seen evidence either way on whether it has been included.
They might also be Class 810 levels of late, which may give several additional years for media reannouncements (and speculation here!)
You mean like I said in my post?
My question wasn’t genuine – I was merely pointing out that it wasn’t fair to talk about suggested reliability of Alstom trains when the UK hadn’t received any for a long time (with a lot of Alstom reliability issues actually being mostly UK-centered).
Although GWR do have routes that a similar spec train in would be ideal for eg Cardiff-Portsmouth or Bristol-Oxford
And it's entirely possible that GWR will get something like the TPE train, the question is good much more electrification will be needed to make that viable.
If it has a 90 mile range, then is that true?
At least some of the services that these new trains are planned to operate on will be diverted on to NPR. The classic line will maintain a service but it will be relatively limited (e.g. 2tph) with most services being diverted newly proposed infrastructure from Marsden to Manchester and onward to Liverpool. There's talk of the Manchester to Liverpool section opening in the early 2040s meaning these new trains won't even be 10 years old. It seems a strange decision not to make them compatible with NPR proposals.
Depends on the routes they'd be used on.
In my experience from my recent and on-going Leeds-York commute, 6 to/from Redcar, 3 to/from Scarborough. I was in Selby on Wednesday, think I saw 802s to/from Hull.
The last refresh improved the internals considerably on what we go from new. And they're better than the stained, torn cloth on the 802s.
There are no NPR proposals to be compatible with.
There 110mph max on electric and 100mph on batteries?, without enough range for EMR, so not an option really.
The 110mph max speed rules that out, these units are for the Redcar / Scarbourgh / Hull services replacing the North TPE 185's.
You said there is one extra train per hour - that's not right, as the 5 trains per hour at the moment include the stopper that TP also runs but won't in the future.You mean like I said in my post?
That isn't correct though. The extra stopper isn't funded, it may still be more stops at peak times in fast trains. Same goes for Castleford - York.
The government is spending money on developing a business case for NPR currently and Rachel Reeves committed £45 billion to it. Doesn't mean it's definitely going to happen but the government should be at least be ordering rolling stock compatible with NPR.
How often is that said, in hope, and how often does it happen
That's not really feasible though as there's nothing to be 'compatible' with yet.
GWR is still due to get new trains under Project Churchward, which is likely to deliver around the same time as the new TPX trains come onstream.
GWR are in the process of receiving a bunch of class 175s – the only reason they are having the current problems is because the 175s are in a worse state after being in storage than expected. This was unforeseen and so of course they couldn't speed-run a 5-year procurement process for new trains in a few weeks – and it should only be a temporary hiccup anyway, the 175s should be brought up to full working order soon, meaning that GWR will again have a full fleet so no further cancellations needed.
They are due to be replaced within that window.
Running services through the core at 5+5 and then splitting/joining at York would cause a number of problems, including (a) being too long for some stations along the way, (ii) increased risk of delays and disruption, including blocking platforms in York when waiting for a late-running portion, (3) unless you're going to then order more trains to run through the core, you're not increasing capacity, just consolidating it into fewer, longer trains instead of more frequent but shorter trains, so I'm not sure what the gain is. Splitting/joining is a real headache for the railways, even though it appeals to armchair planners, which is why it is used very sparingly.
This is a misunderstanding.
The key paragraphs on funding say this:
Yes because you're can't commit funding that far into the future but the government's plan is to deliver this, £1.1bn in development funding is a big commitment, so rolling stock should reflect that commitment.
We don't know this government's plan, Rachel Reeves is no longer the Chancellor. There is no commitment beyond the design funding.
GWR are also getting 158s from TFW once more 197s enter service to displace the 158s.
You'd be blocking Platforms 5 and/or 3* to do this, both of which are used by LNER and XC long distance services as well as TPE from Newcastle.
That’s a Bombardier product though…
Thankfully Bombardier is long gone now.
Burnham is a big backer of NPR. It's not rocket science as to what the requirements will be. They've been fairly consistent over the decade.
That's really tremendous logic. Any rail upgrade that requires the deployment of... SHOCK HORROR!... mathematics!... to work out the capacity increase is basically pointless. How else do expect to do it? Vibes?
