TfW class 398 Stadler Citylink tram trains

[StripeyNick]

The inital pilot course for union officials is taking place next week. If all goes well, then instructors will start learning them from April, and drivers based out of Taffs well depot in May. The first unit in passenger service is planned for early June, subject to change.

There are only a handful of sets available to use that have passed their fault free hours, just over 10 or so out of the 33 are ready.

It’s going to take sometime, but later on this year Treherbert should start to see them coming onto the line as well, when their drivers start learning them after Taffs well.

It’s also rumoured a 756 may run between Rhymney and Barry as soon as the end of March in passenger service.

== Doublepost prevention - post automatically merged: 1 Mar 2026 ==


I’ll leave that opinion to the customers who will be travelling on these. They will have a shock compared to what they are used to on the 756’s.

But, if you liked the pacers for their ability to give a unique ride and experience, then these things certainly won’t disappoint.

On the subject of 756s, according to RTT, one made it to Bridgend via Barry in the early hours of yesterday which I think is a first

 

[D365]

There maybe announcements added asking customer’s to hold on tight please too!

A subtle reference to the Sheffield Supertram ?!

 

[VR494]

A subtle reference to the Sheffield Supertram ?!

I think the ones on these will be bilingual though.

Speaking of the class 399 and Sheffield supertram, the ops readiness team did visit both supertram and metrolink to see how the operations worked there.

== Doublepost prevention - post automatically merged: 1 Mar 2026 ==

On the subject of 756s, according to RTT, one made it to Bridgend via Barry in the early hours of yesterday which I think is a first

This was driven by a CVL driver, who signed the traction, route conducted by a mainline colleague. It’s the first of initial tests, and it’s planned that geofence technology will be used to start the diesel generator automatically.

ASDO/CSDE has been fully installed throughout the VOG including the Barry Island branch, but due to internal politics it looks like mainline guards will be operating the doors not the drivers.

On the CVL 398’s will operate in DCO mode with a guard travelling onboard focusing on revenue. Similar to OBS at Southern.

I do think you will see a 231 on the VOG before a 756 though.

 

[VR494]

With the training pilot due to be completed by the middle of this week, and instructor training supposedly to commence in April, there is yet to be any official confirmation on entry into service from the ORR: https://www.orr.gov.uk/guidance-com.../interoperability/uk-railway-vehicle-register

 

[Cardiff123]

With the training pilot due to be completed by the middle of this week, and instructor training supposedly to commence in April, there is yet to be any official confirmation on entry into service from the ORR: https://www.orr.gov.uk/guidance-com.../interoperability/uk-railway-vehicle-register

If driver instructor training isn't set to start for at least another month, how are any 398s going to be in passenger service for 18 May? Will instructors be driving them in passenger service initially?

 

[VR494]

If driver instructor training isn't set to start for at least another month, how are any 398s going to be in passenger service for 18 May? Will instructors be driving them in passenger service initially?

May has already been mothballed from what I’ve been told, and they are hoping to possibly be in a position for mid to late June. Depending on the outcome of the pilot course that started last week, and union representative feedback, the package could then been signed off and moved to the next stage. Which would be the instructors, who would be teaching drivers.

Driver training is not even scheduled in at the moment either. For comparison, when drivers learned the 756’s, they undertook a conversion course from the 231, which was a 2 day package. That took 12 months to train every CVL driver. These are a whole new breed, and it’s estimated each driver will need 6-8 days training each. They then need a sufficient amount of drivers to introduce the vehicles into traffic, and single digits won’t be enough I’m sorry.

It also looks like regulatory approval is also yet to be given by the ORR - this can take up to 4 weeks for the assessment to be completed.

Because this is the first pilot, I can only assume there would have been some issues that will need to be resolved or taken back to the drawing board. But there again it could have been fantastic, and instructors will be getting the green light for training in April. ASLEF will be making colleagues aware soon.

 

[allaction]

So the new rolling stock is highly unlikely to be in public use in the lifetime of this government in the Senedd… but the new government will be in place for all the bouquets (or brickbats). Not sure that will be a boon for them or not.

 

[trainspotter4]

With the training pilot due to be completed by the middle of this week, and instructor training supposedly to commence in April, there is yet to be any official confirmation on entry into service from the ORR: https://www.orr.gov.uk/guidance-com.../interoperability/uk-railway-vehicle-register

Only thing to mention with that vehicle register is only the 197s/231s/230s are on this list, there is no mention of the 756s which are already in service.

 

[Cardiff123]

May has already been mothballed from what I’ve been told, and they are hoping to possibly be in a position for mid to late June. Depending on the outcome of the pilot course that started last week, and union representative feedback, the package could then been signed off and moved to the next stage. Which would be the instructors, who would be teaching drivers.

Driver training is not even scheduled in at the moment either. For comparison, when drivers learned the 756’s, they undertook a conversion course from the 231, which was a 2 day package. That took 12 months to train every CVL driver. These are a whole new breed, and it’s estimated each driver will need 6-8 days training each. They then need a sufficient amount of drivers to introduce the vehicles into traffic, and single digits won’t be enough I’m sorry.

It also looks like regulatory approval is also yet to be given by the ORR - this can take up to 4 weeks for the assessment to be completed.

Because this is the first pilot, I can only assume there would have been some issues that will need to be resolved or taken back to the drawing board. But there again it could have been fantastic, and instructors will be getting the green light for training in April. ASLEF will be making colleagues aware soon.

So the 398s will be in service "this Spring" has already slipped to "the Summer".
Do TfW have to pay a penalty or return some EU funding if the 398s are not in service by the May TT change?

 

[VR494]

Only thing to mention with that vehicle register is only the 197s/231s/230s are on this list, there is no mention of the 756s which are already in service.

https://www.orr.gov.uk/sites/default/files/2023-06/stadler-bussnang-ag-class-756-0-756-1-orr-authorisation-letter-2023-06-13.pdf

== Doublepost prevention - post automatically merged: 10 Mar 2026 ==

So the 398s will be in service "this Spring" has already slipped to "the Summer".
Do TfW have to pay a penalty or return some EU funding if the 398s are not in service by the May TT change?

It could be even longer if the results of this pilot are correct. It’s not looking good unfortunately. And that’s not my personal opinion on them!

 

[Envoy]

So, it appears to be true when they say that 1 year in real life = 4 railway years!

This really is getting beyond a joke. Next thing is they will say that the 398’s can’t go into service because they have deteriorated in the sidings at Taff’s Well.

 

[The exile]

Do TfW have to pay a penalty or return some EU funding if the 398s are not in service by the May TT change?

Stand by for one run in service between Queen Street and the Bay on May 17th!

 

[Kite159]

Stand by for one run in service between Queen Street and the Bay on May 17th!

Nah, it will be an additional Taffs Well to Radyr service

 

[VR494]

So, it appears to be true when they say that 1 year in real life = 4 railway years!

This really is getting beyond a joke. Next thing is they will say that the 398’s can’t go into service because they have deteriorated in the sidings at Taff’s Well.

That’s apparently already happened, wheel bearings went on the vast majority of the fleet due to the fact they had been sat static for so long. It’s also confirmed now that windows that were replaced have had incorrect seals fitted, so it looks likely they will all need to be replaced again.

There is literally a list of issues miles long that are not openly know, solutions to which are impossible to fix without ordering something else.

 

[StripeyNick]

I visited the depot just over a year ago and one of the units was having all its windows replaced by the guys from Stadler. It seemed crazy to think they needed this before they'd hit the rails

 

[Cardiff123]

This just confirms that the press event with the First Minister at Taffs Well last month was just a publicity stunt.
The pre-election period starts on 23 March and from then TfW won't be allowed to make any announcements, nor will Welsh Government be allowed to use TfW to make announcements.
Then it'll be up to the next Welsh Government from 8 May to somehow make it all work.

 

[VR494]

This just confirms that the press event with the First Minister at Taffs Well last month was just a publicity stunt.
The pre-election period starts on 23 March and from then TfW won't be allowed to make any announcements, nor will Welsh Government be allowed to use TfW to make announcements.
Then it'll be up to the next Welsh Government from 8 May to somehow make it all work.

The Welsh Government have a lot to answer for in terms of the state they’ve left behind before the election, and that’s just not the current 398 situation.

If they get in again, the investment promised is deeply needed, and most of it to finish off the mess on the CVL.

 

[Cardiff123]

I suppose this is one way to get some use out of the 398s, just not the use they are intended for.......

Trafnidiaeth Cymru / Transport for Wales on Instagram: "Cipolwg y tu ôl i'r llenni ar y grefft sydd wedi mynd i mewn i'n hysbysebion teledu newydd O bypedwyr a gwneuthurwyr modelau i griwiau camera, golygyddion effeithiau gweledol, côr meibion a ch

147 likes, 5 comments - transport_wales on March 13, 2026: "Cipolwg y tu ôl i'r llenni ar y grefft sydd wedi mynd i mewn i'n hysbysebion teledu newydd O bypedwyr a gwneuthurwyr modelau i griwiau camera, golygyddion effeithiau gweledol, côr meibion a chyfansoddwr – cymerodd griw talentog o bobl...

www.instagram.com

 

[VR494]

I suppose this is one way to get some use out of the 398s, just not the use they are intended for.......

Trafnidiaeth Cymru / Transport for Wales on Instagram: "Cipolwg y tu ôl i'r llenni ar y grefft sydd wedi mynd i mewn i'n hysbysebion teledu newydd O bypedwyr a gwneuthurwyr modelau i griwiau camera, golygyddion effeithiau gweledol, côr meibion a ch

147 likes, 5 comments - transport_wales on March 13, 2026: "Cipolwg y tu ôl i'r llenni ar y grefft sydd wedi mynd i mewn i'n hysbysebion teledu newydd O bypedwyr a gwneuthurwyr modelau i griwiau camera, golygyddion effeithiau gweledol, côr meibion a chyfansoddwr – cymerodd griw talentog o bobl...

www.instagram.com

Valuable lessons can be learned here, don’t buy into a product or build a depot without doing your homework first. That’s how you explain the reason they are all still parked up.

The adverts are quite funny though!

 

[D365]

That’s apparently already happened, wheel bearings went on the vast majority of the fleet due to the fact they had been sat static for so long.

So not even simple storage tasks (i.e. 1 1/4 wheel rotation) are being undertaken despite the units being stored at their home depot?

 

[VR494]

So not even simple storage tasks (i.e. 1 1/4 wheel rotation) are being undertaken despite the units being stored at their home depot?

Train drivers aren’t allowed to move them around on depot, apart from driving off and on to a specific transfer area. There’s a team of drivers who operate under light rail rules on depot - they don’t hold mainline competency and have not sat official psychometric assessment, as per shunter driver roles.

I believe they should be moved at least once every 3 months, however some haven’t moved in over 18 months. With some being used for parts and donors.

They were initially delivered onto an active building site, and with limited space available they are sat and left neglected sadly. Some still can’t even couple up to each other due to wiring being installed in different methods in each coupler, neither are identical. They’ve tried a software update for that, which has helped on some.

The test team are currently using a select few, which are working to a degree, for door proving runs. The driver training pilot has now ended, but there’s still no movement in any training taking place.

There is very limited capacity in terms of capital at the moment, they cant even afford key network infrastructure repairs, let alone upgrades - that‘s the reality of it.

 

[Cardiff123]

There is very limited capacity in terms of capital at the moment, they cant even afford key network infrastructure repairs, let alone upgrades - that‘s the reality of it.

Given that the Core Valley Lines is devolved infrastructure, Welsh Government should be getting Barnett consequential funding from UK Government for it's ongoing maintenance. If it's not then that should absolutely feature in the discourse of the upcoming election (and any further discussion of this will need to be in the 'South Wales Metro' thread')

 

[VR494]

Given that the Core Valley Lines is devolved infrastructure, Welsh Government should be getting Barnett consequential funding from UK Government for it's ongoing maintenance. If it's not then that should absolutely feature in the discourse of the upcoming election (and any further discussion of this will need to be in the 'South Wales Metro' thread')

Indeed, that's a whole subject on its own, but it's true!

As for the 398s, the primary issue is the fact they are designed for a fully electrified network of light rail that TFW/Amey did not build. Yes, they can go onto rails, but this is a tram with add-ons, not a train design that can go onto roads.

They have unique quirks that were overlooked dearly, and without a full redesign, the system is flawed before it starts. It's a non-starter, as they call it.

Some of these quirks, if you're interested, include a hydraulic brake system that needs to be manually pumped off if the brakes jam on. This can happen on the tight curve leaving Taffs Well when coupled up, due to coupler bounce if the unit goes too quickly.

The windows, headlights and other elements don't meet RSSB specifications. Windows were changed to the wrong spec; water is pouring into electrics in the roof when it rains, and you've ended up with yellow stickers on the coupler housing.

The rescue procedure is a challenge on its own and requires two units, one in the back and one in the front. One unit on battery is not powerful enough, and the batteries are time-critical. Electrical power is also not transferable between a good and a dead unit. If the power then dies, there is no way of raising the pantograph or getting the units back on the juice, as there is no processing power available.

They could go for an adaptive coupler. However, due to the tight curve to enter the depot at Taffs Well, it would need to be a custom-designed unit. Also, the valley network is limited in terms of crossover locations to form a wrong-direction move.

The braking, which is a combined hydraulic and magnetic system which applies to the rails, is also not suitable to the atmosphere in the valleys. Constant changing temperatures, with mainly damp conditions in places are causing wheels to lock and slide. They were okay on the test track back and forth for 6 hours a day; stop-and-start running at heavy rail speed is not good for them at all. They were also tested at Old Derby without the beacon system they will be using and to a reduced set of standards set by the Welsh Government. All this because they couldn’t achieve the required hours fault free.

Then there's the big elephant in the room, and that's the door procedure. They want to run with the DCO with cameras. They've already paid the drivers to do it as part of DRI3, where the mainline apparently outvoted the valleys to get a higher salary than neighbouring TOCs in the area. It's not working, and they won't budge or come to a compromise on driver open/guard close.

Combine the above with a network that is limited in capacity to the amount of trains you can run on the OLE, currently a max of 13 flirts at a time. A depot you have no use for, areas full of spare crews being paid to play pool, darts, etc, that can go home after 6 hours if they are not needed.

This is the reality of the metro, that has cost the tax payer a huge sum of money already. They are lucky they have the flirts, which are also now showing signs of wear and are too costly to repair. Once the 150's are gone, they will be in serious trouble.

 

[Prime586]

Some still can’t even couple up to each other due to wiring being installed in different methods in each coupler, neither are identical. They’ve tried a software update for that, which has helped on some.

These are exactly the same problems MerseyTravel has had with getting the Class 777s to work in multiple. Revision control of wiring schematics and software builds seems to be a universal issue across Stadler's R&D and production sites.

 

[whoosh]

Someone recently also pointed out the position of the power brake controller. When sat in the seat, your arm is constantly elevated at a height, which may lead to shoulder issues long term.

At least the elbow is supported - maybe not too bad.

It depends on the individual sat in the seat I guess. If you're shorter it could be an issue, I've attached a picture showing it from the best angle I could find.

One thing that really irritates me about trains with controllers like this, is that back in the late 1980s research into driver ergonomics for London Underground's 1990 stock, which was about to built, discovered that your knuckles in relation to your arm is about 75⁰. So their controllers ever since are set at this angle. The amount of trains I see, getting on for 40 years later, with the controller t-shape in this case, with a 90⁰ angle for where your hand is in relation to your arm is staggering. It's as though no-one has ever looked at a hand!!

Train drivers aren’t allowed to move them around on depot, apart from driving off and on to a specific transfer area. There’s a team of drivers who operate under light rail rules on depot - they don’t hold mainline competency and have not sat official psychometric assessment, as per shunter driver roles.

I believe they should be moved at least once every 3 months, however some haven’t moved in over 18 months. With some being used for parts and donors.

They were initially delivered onto an active building site, and with limited space available they are sat and left neglected sadly. Some still can’t even couple up to each other due to wiring being installed in different methods in each coupler, neither are identical. They’ve tried a software update for that, which has helped on some.

The test team are currently using a select few, which are working to a degree, for door proving runs. The driver training pilot has now ended, but there’s still no movement in any training taking place.

There is very limited capacity in terms of capital at the moment, they cant even afford key network infrastructure repairs, let alone upgrades - that‘s the reality of it.

The Greater Anglia Stadlers have the drivers master key fitted randomly, in that on some you have to place the key in with the notch upwards, and others with the notch positioned downwards. Does the driver's heads in as they aren't consistent.
I know that's an example of a 'niggle', but it seems inconsistencies are over a wider area if couplers are affected.

 

[VR494]

At least the elbow is supported - maybe not too bad.

One thing that really irritates me about trains with controllers like this, is that back in the late 1980s research into driver ergonomics for London Underground's 1990 stock, which was about to built, discovered that your knuckles in relation to your arm is about 75⁰. So their controllers ever since are set at this angle. The amount of trains I see, getting on for 40 years later, with the controller t-shape in this case, with a 90⁰ angle for where your hand is in relation to your arm is staggering. It's as though no-one has ever looked at a hand!!



The Greater Anglia Stadlers have the drivers master key fitted randomly, in that on some you have to place the key in with the notch upwards, and others with the notch positioned downwards. Does the driver's heads in as they aren't consistent.
I know that's an example of a 'niggle', but it seems inconsistencies are over a wider area if couplers are affected.

The view from the driver’s seat it’s quite unique and will take some getting used to. As for the master key slot, the 756’s also suffer from the same issue, and some master keys don’t fit at all.

The 398 fleet is certainly not identical either, the wiring is all different in each case, and what works for one doesn’t for another.

 

[Cardiff123]

I don't think this has been confirmed anywhere, but is the removal of the Pontypridd to Cardiff Bay service so 398s can use the paths for driver training & testing ahead of the May TT change?

 

[AdamWW]

I don't think this has been confirmed anywhere, but is the removal of the Pontypridd to Cardiff Bay service so 398s can use the paths for driver training & testing ahead of the May TT change?

Presumably, since TfW say (my emphasis)

From Sunday 22 March until Friday 22 May, the half-hourly Pontypridd to Cardiff Bay service will not run. This is to support the introduction of the first tram-trains later this spring.

 

[VR494]

I don't think this has been confirmed anywhere, but is the removal of the Pontypridd to Cardiff Bay service so 398s can use the paths for driver training & testing ahead of the May TT change?

The big switch-on event didn't go as planned; more work is needed on the line to get the OLE up to the requirements apparently, plus numerous other things!

== Doublepost prevention - post automatically merged: 28 Mar 2026 ==

Update on 398s:

The driver training package is now signed off with Aslef. Despite some concerns and issues during the pilot phase, a positive agreement has been reached. This will now allow tier 2 instructors to commence their training - which is taking place from Monday next week. Once this is completed, the first batch of Taffs Well drivers will be able to learn the traction.

It’s worth mentioning that only the train element of the vehicle will be taught at this stage. With further training to be done on line of sight and tram training once the bay signalling is completed.

Looking into the future, the plan is that current train drivers will be learning this, with a potential role change to tram-train operators in the future for TAM+Bay entry roles. They will only learn a portion of the rule book to operate over the infrastructure provided, and would not obtain a full mainline ETDL. This would leave current colleagues potentially ring fenced if it goes ahead. But would bring the metro up to the same standards with other light-rapid transit systems in the UK.

There are three diagrams in the system from May, all coming off Taffs Well to work Pontypridd to Cardiff Bay services only. With some starting at Cardiff Central in the morning to Pontypridd. All will be formed of 3 car sets only.

There is one other issue which could have an effect on service delivery, and that’s the door procedure protocol. This is apparently still under discussion with conductors and their respective representatives. Hopefully it will be resolved soon.

Until there are enough 398 units, all remaining 150’s will be returned to the TAM allowing 756, 153AT and 231 displacement.

That’s all there is to share, it could be June, it could be September. I don’t think May is realistic at the moment. This all depends on the other half reaching an agreement and there being sufficient crew to work the diagrams.

 

[Cardiff123]

The big switch-on event didn't go as planned; more work is needed on the line to get the OLE up to the requirements apparently, plus numerous other things!

== Doublepost prevention - post automatically merged: 28 Mar 2026 ==

Update on 398s:

The driver training package is now signed off with Aslef. Despite some concerns and issues during the pilot phase, a positive agreement has been reached. This will now allow tier 2 instructors to commence their training - which is taking place from Monday next week. Once this is completed, the first batch of Taffs Well drivers will be able to learn the traction.

It’s worth mentioning that only the train element of the vehicle will be taught at this stage. With further training to be done on line of sight and tram training once the bay signalling is completed.

Looking into the future, the plan is that current train drivers will be learning this, with a potential role change to tram-train operators in the future for TAM+Bay entry roles. They will only learn a portion of the rule book to operate over the infrastructure provided, and not obtaining a full mainline ETDL. This would leave current colleagues potentially ring fenced if it goes ahead. But would bring the metro up to the same standards as with other light-rapid transit systems in the UK.

There are three diagrams in the system from May, all coming off Taffs Well to work Pontypridd to Cardiff Bay services only. With some starting at Cardiff Central in the morning to Pontypridd. All will be formed of 3 car sets only.

There is one other issue which could have an effect on service delivery, and that’s the door procedure protocol. This is apparently still under discussion with conductors and their respective representatives. Hopefully it will be resolved soon.

Until there enough 398 units, all remaining 150’s will be returned to the TAM allowing 756, 153AT and 231 displacement.

That’s all there is to share, it could be June, it could be September. I don’t think May is realistic at the moment. This all depends on the other half reaching an agreement and there being sufficient crew to work the diagrams.

Thanks for this update.
Yesterday, TfW social media shared a video asking passengers on the Pontypridd- Treherbert line what they thought of their new trains. Maybe it was the wrong question.

How far along is mainline crew training on 231s and Rhymney crew training on 756s? Will 150s be back on the TAM lines for the May TT change to allow the internal cascade of 756s, 231s, 153s & 197s?