Wish they'd specced them the same as the Anglia ones. I like carpeted floors, they're less slippery in winter.
Looking at the Wales Online walkthrough video, it looks like there's floor mats by the entrances. That should help to keep slipperiness in the rest of the train in check.
and personally these and the 197s have their routes the wrong way round
I'm not very good a seat recognition; are the seats on the 231s the same as the Anglia FLIRTs or something else? My eyes are suggesting these are the same Sophias as found on the 197s, but I have a feeling the TfW trim may be playing tricks on me in that regard.
I'm not too worried provided that they are similar enough that converting the 231s to bi-mode (or even straight EMU) would be straightforward. I've not found a clear enough image looking down on the units (eg. from a footbridge) to answer the question of whether what appears to be a pantograph well on the 231s really is one.
Were ITV actually told that or are they combining the latest information (entry into service from "the middle of next year") with previous statements from TfW which state the planned routes for the new fleets? That said, there is probably a financial argument against the idea of using 231s to Rhymney; I understand the 769s are leased until at least 31/10/2022 - would TfW still be paying to lease them until then even if 231s replaced them? In contrast, it seems EMR are desperate for the TfW 170s (they have already taken one if I recall correctly) and I presume would start paying the sub-lease (I assume that's what it is, although it's possible that there will be a contract variation for EMR to lease them directly from the ROSCO in place of TfW) as soon as TfW can get 231s into service on those routes to release the 170s.
Maybe EMR would take the 769s !.
The piece on top seems to be a reservation slip holder. Any reason why these units would have such a thing?
That's the slowest I think I've seen anything moving on the Ashford HS1 bypass viaduct.
Probably just a standard part of the UK Flirt design.
I have to agree. The lack of carpet also pejorates the look, the same reason I dislike 380s.
I agree the solid grey lino floor is a bit low rent. A bit of carpet or at least contrasting colour for the aisle. Also prefer the lighter seatbacks compared to the Northern black ones.
I've not been on the Anglia ones but agreed the FLIRTs should be a very good step forward in most respects. The only possible issues I can see are:
Thanks, very much a case of spending on the nicer stuff for the Metro and having no budget left for the rest of the network so going for Cheap As F... class 197s for everywhere else then.
The TfW rolling stock specification sheet for the Core Valley Lines states that both the tram-trains and 756s will support seat reservations; but not whether this capablitiy will actually be used.
What is this 'problem', exactly?
There are several problems that running units in multiple causes which are mitigated, to varying degrees, by unit end gangways. The ones I can remember right now (and might be relevant to the Cardiff Metro) are:
Yes there is a large decrease in seating capacity, but when comparing that you need to also need to take into account frequency uplift. There will be 4 tph to/from Rhymney and an introduction of 2 additional tph from Caerphilly. So between Caerphilly to/from Cardiff will have 6 tph. So although there is around 100 seats less vs a 769 and around 50 less than a 4car 150 with the extra frequency it should easily balance out. Also bear in mind that the 231's have 9 spaces for bikes vs 2 on 769's and 2 per 150 which will encourage active travel for commuters. For the Maesteg, Ebbw lines the seating capacity is a slight increase over a 3 car 170 but also much more standing space if needed.
1. They won't be running in multiple in passenger service unless between big stations along the mainline (Bridgend - Newport) during big events.
Indeed, why have diesel-only units at all? All of the proposed 231/756 routes have some electrified sections.
By my calculations, Rhymney -> Cardiff Queen St and Cardiff Central -> Severn Tunnel Junction are almost exactly the same distance! And, the latter is available to be used as soon as the units enter service, not at some unspecified time in the future.
My preference is for unit end gangway connections. Living in Southern Land we see it as normal. But there are costs and problems (for the driver) with that.
And so it would be a shame to have ruled out Stadler just because they do not make a unit with end gangways. Reluctantly I would rather spend the money on reliability (ie Stadler not CAF).
My guess is that Cheltenham is too far off the juice for a tri-mode's battery.
I'm sure Stadler would have come up with one if that were to be the deciding factor - but given it would be a first for them it would almost certainly have delayed development and delivery by a considerable amount of time while they designed an entirely new cab to accommodate it.
