Great Western Coffee Shop

More seats, more services and 2 new fleets of modern trains for passengers across the west of England, Thames Valley and South Wales.
First Great Western
Plans to give rail passengers in the west of England, Thames Valley and South Wales more seats, more services and 2 new fleets of modern trains were announced by Transport Secretary Patrick McLoughlin today (23 March 2015).

The government has reached an agreement with First Group plc for First Great Western (FGW) to continue to operate trains between London Paddington, the Cotswolds, South Wales and the south west until April 2019.

The new deal will include a host of extra benefits for passengers including:

around 3,000,000 additional seats per year by 2018 across the franchise
4000 more morning peak seats into London every day by December 2018
proposals for a brand new fleet of privately funded trains
more trains into Devon and Cornwall
the introduction of 369 new carriages through the roll-out of new hi-tech Intercity Express Programme trains built by Hitachi
the introduction of 58, 4-car electric trains for Thames Valley services
faster journeys between Penzance and Paddington and London to South Wales, Oxford and Bristol
a ^30 million investment to improve stations and car parks, introducing 2000 more car park spaces (plus additional funding from partners)
a ^3.5 million station development match fund
a ^2.5 million accessibility fund

23 March 2015 Last updated at 08:29

FirstGroup's Great Western rail deal extended to 2019

(http://news.bbcimg.co.uk/media/images/81837000/jpg/_81837034_hitachi.jpg)
The new Intercity Express Trains will replace trains from the 1970s

Transport company FirstGroup has extended its deal with the government to run services on the Great Western rail network until 2019.

The new franchise covers a period in which a series of upgrades will take place along the Great Western network.

Those improvements include electric train services for the first time on the network, starting with services in the Thames Valley.

Upgrades will also include additional train capacity at peak times.

First Great Western will pay the government about ^68m to operate the franchise from September 2015 until April 2019.

The Department for Transport (DfT) said passengers would benefit from the addition of three million extra seats across the network by 2018.

It also said more services to Devon and Cornwall would be added to the timetable, and 369 new train carriages introduced to the network.

The DfT added that capacity during the morning rush hour commute to London would increase by 4,000 seats by December 2018.

FirstGroup will also be responsible for introducing the new Hitachi Intercity Express Trains between London, Bristol and South Wales and the Cotswolds from summer 2017.

FirstGroup chief executive Tim O'Toole said the rail operator was already working with the DfT and Network Rail to deliver the initial phases of the ^7.5bn Great Western mainline modernisation programme.

The franchise award was long expected. FirstGroup is the longest serving of the train operating companies.

In 1996, it joined a bid for one of the first railway franchises of the privatisation programme, which began under John Major's Conservative government.

It has operated the Great Western network on its own since 1998 when it took 100% ownership of the franchise.

Government will also work with FGW to improve the performance and quality of the rolling stock serving the south west of England, particularly for intercity services, during this direct award.

Paddington to Plymouth and Penzance

The benefits are:
    .....
    Diesel Multiple Unit (DMU) cascade
    .....

More seats as part of our programme to deliver three million additional seats across the network by December 2018

More frequent stopping services

More modern trains for journeys between London and Devon and Cornwall

More modern, local trains on local services

Free on-train wifi

Upgraded Sleeper services with new, more comfortable interiors and an on-board lounge bar

New lounge for Sleeper passengers

Have I missed something here?


whereas

(my highlighting!)

Brand new electric trains for journeys into and out of London

More modern trains for journeys between London and Devon and Cornwall

The franchise will also deploy 58 four-car EMUs on Thames Valley suburban services from London Paddington. These will include 21 Class 365 units coming off-lease at Great Northern under the Thameslink Programme, the 29 Class 387/1 units currently entering service at Thameslink as a stopgap measure pending delivery of Siemens Class 700s and an extra eight Class 387s to be ordered from Bombardier as an option on Govia Thameslink Railway^s current order for Gatwick Express Class 387/2 units.

FGW hopes to conclude negotiations with the Department for Transport by the end of June for the introduction of seven 9-car and 22 five-car inter-city trainsets to replace its IC125 High Speed Trains on routes between London and Devon and Cornwall from the summer of 2018. FirstGroup has already selected Hitachi Rail Europe as preferred bidder to supply 200 km/h AT300 bi-mode trains, which would be similar to the IEP sets but with an enhanced diesel rating to cope with steeper gradients in Devon and Cornwall. They will run as electric trains between London and Newbury, and have larger fuel tanks to cater for the longer journeys to Plymouth and Penzance. According to the franchisee, these could cut journey times from London by 5 min to Exeter, 6 min to Plymouth and 14 min to Penzance.

The map says "No benefits for this station in current improvement plan". That sounds rather ominous to me, as it leaves open the possibility that the draft IEP diagrams (with a notable reduction in seats for Swansea, and a small one for Cardiff) are still the way the DfT is thinking.

There is some great news for the North Cotswolds building on the timetable changes that we are introducing this May, which include an earlier and faster morning peak service arrival for customers from Hereford and Worcester into Paddington, a new morning service from Moreton-in-Marsh to London, two additional direct services from Worcester to Paddington and another direct Paddington to Worcester service (with a two hour journey time).

From May 2017, the deal will mean:

^        New services to and from Great Malvern, and between London and Worcester

^        New Super Express Trains, introduced as part of the Government^s Intercity Express Programme, providing a significant improvement in rolling stock quality and passenger comfort.  These will appear in summer 2017

^        Ten carriage trains on peak services will have 15% more standard class seats than on the High Speed Trains on the route today


In December 2018, the deal will mean:

^        A major timetable change, with hourly intercity services over the route to/from Worcester (and extensions to/from Hereford in certain hours)

^        Journey time reductions with times from Worcester to London typically 7 minutes quicker and the fastest journey to the capital taking only 2 hours

The franchise, which runs from September 2015 through to at least April 2019, also includes ^50 million investment with our partners to improve stations including 2,000 new car park spaces across the network, customer information improvements and improved PA systems.

This includes:

^        a new car park extension at Kingham offering over 100 additional spaces, which we aim to have in place before the start of the new franchise

^        Further car park extension plans subject to consents at Charlbury and Hanborough. 

^        New ticket vending machines at Evesham and Moreton-in-Marsh

We will also continue to work in close partnership with Network Rail, the Department for Transport and local stakeholders on Worcestershire Parkway station, the raising of line speeds and the case for redoubling further sections of the North Cotswolds line.

All our trains will be equipped with free wifi, we will be adding 100 more customer-facing colleagues on long-distance trains and the deal also sets up a ^2.2 million fund to target station and train service improvements around areas of social need and lower income communities; along with more apprenticeships, a community work placement scheme, and a ^Get into Railways^ mentoring programme with the ^Prince's Trust^.

We will also be expanding the use of the GWR brand, currently used on our long distance First Class carriages and will begin a rebrand before the start of the new franchise.

Continued funding for the local Community Rail Partnership to help improve services (sic) and encourage local rail travel

That's almost the end of the mini-franchise, and doesn't sound like what's meant by "more modern trains". Nor does it explain what is being shown for Bristol-Exeter.

Progressing the opportunities of introducing smart ticketing with the Department for Transport as part of the SEFT intitiative

I had a tweet via Railways Illustrated that said
"Hitachi have been named by First as preferred supplier for 29 extra IEP trains for FGW subject to approval by the DfT."

Had another tweet via Rail magazine that said
"Proposed FGW Hitachi AT300 fleet will have more powerful engines than IEP sets to cope with hills in Devon and Cornwall".

I am now confused because I thought IEP was based on AT300 and i have also seen mention that 360 AT300 vehicles have been ordered.

Also I guess we should remember that we are only weeks away from a General Election ;)

Paddington to Plymouth and Penzance

The benefits are:
additional services from May 2017 and further extra services from December 2018
timetable improvements from May 2017 with further improvements from December 2018
new trains or upgraded high speed trains introduced
...

Reading to Basingstoke

The benefits are:
Electrical Multiple Unit (EMU) introduced
South Eastern Flexible Ticketing introduced

Reading to Gatwick Airport

The benefits are:
additional services from May 2017 and further extra services from December 2018
timetable improvements from May 2017 with further improvements from December 2018
South Eastern Flexible Ticketing introduced
closed circuit television (CCTV)

See press release / front page of Hitachi web site ...  from a very we'll informed source - NOT IEP trains for Devon / Cornwll but similar - bigger fuel tanks to reach Penzance and bigger engines to climb the banks, for example.  And working out a clever way to do long term stuff from within a short term franchise  ;)

See press release / front page of Hitachi web site ...  from a very we'll informed source - NOT IEP trains for Devon / Cornwll but similar - bigger fuel tanks to reach Penzance and bigger engines to climb the banks, for example.  And working out a clever way to do long term stuff from within a short term franchise  ;)

London, 23 March, 2015^ Hitachi Rail Europe announced today that it has been named by FirstGroup as preferred supplier, subject to contract, for the supply of 29 trains for the new First Great Western franchise.This is subject to approval by the Department for Transport.

The fleet of 29 bi-mode AT300 trains would run primarily from London Paddington to Plymouth and Penzance, replacing 40-year-old High Speed Trains on the key intercity route to the south west. Made up of seven nine-car and 22 five-car trains, with an option for 30 more, the mixed fleet would allow for flexible use, including 10-car formations (two five-cars coupled together) for through-services to/from the capital.

Mark Hopwood, Managing Director of First Great Western said: ^Following the direct award of the franchise announced by the Department for Transport today, I am delighted that we have selected Hitachi Rail Europe as our preferred supplier for new intercity trains, should the DfT approve our plans. The fleet currently running on routes in the South West of England, is nearly 40 years old, and passengers would greatly benefit from brand new, highly comfortable trains. FirstGroup has conducted a competitive procurement exercise for these trains and we are close to securing private financing for the deal shortly. The DfT will be making a final decision by the end of June^.

Andy Barr, Chief Operating Officer, Hitachi Rail Europe said: ^The Class 800 bi-mode trains were initially designed for the Great Western and East Coast main lines and we have refined the design further for the challenges of the route to Plymouth and Penzance. We have put a lot of thought into ensuring a passenger environment that is comfortable for short and long-distance journeys, incorporating feedback by passenger groups.

^Today^s announcement cements our already strong relationship with FirstGroup and we are looking forward to working closely to progress negotiations and start building the trains, ready for use in the South West of England from 2018 onwards.^

The fleet of AT300 trains will be closely related to the Class 800 bi-mode trains designed for the Department for Transport^s Intercity Express Programme, but will utilise higher engine operating power to cope with the gradients in Devon and Cornwall. They will run as electric trains between London and Newbury, and are equipped with bigger fuel tanks to cater for the long distance journeys to Plymouth and Penzance.

Key train features for passengers:
^Additional leg room in standard class airline style seats
^More seats per train (9-car or 10-car formations)
^Passenger Wi-Fi
^Power sockets accessible from every seat
^Increased reliability
^LCD seat reservation displays with sophisticated traffic light vacancy notification at every seat
^Air conditioning
^Fully pressure-sealed vehicle for passenger comfort when entering tunnels at high speed
^Increased height in overhead luggage racks to accommodate airline-style hand luggage

About AT 300 trains

The AT300 trains are a train platform developed by Hitachi Rail. Their most famous relatives in the UK are the Class 395 Javelin^ train currently in service in Kent and the Class 800/801 train for the Intercity Express Programme. This family of trains is designed for intercity travel, with speeds of up to 140 mph for the Class 395 Javelin and 125 mph for the Class 800/801 trains for electric operation and 100 mph for bi-mode operation. The Class AT300 has larger fuel tanks than the Class 800 bi-mode trains and engines that operate at a higher power output.

About bi-mode trains:

Bi-mode trains are trains with a dual electric and diesel propulsion capability.The trains can run on electrified routes using the catenary as power source, allowing for a smooth transition to non-electrified routes, where diesel powerpacks provide tractive power.

See press release / front page of Hitachi web site ...  from a very we'll informed source - NOT IEP trains for Devon / Cornwll but similar - bigger fuel tanks to reach Penzance and bigger engines to climb the banks, for example.  And working out a clever way to do long term stuff from within a short term franchise  ;)

Further from the press release - notes to Editors

XC-style seat reservations included

Seems to answer my question above. Smooth transition I take to mean on the move.

... even if only to Bedwyn. ...

I've seen mention of 'upgraded' HST somewhere in the documentation. Don't think they've gone yet (in this Direct Award, anyhow - but they're days on the GW must be numbered now)

I'd have thought that the 387/1s (the final few only just entering service) and the small number of additional units to follow on from the 387/2s (387/3s perhaps, but brand new to GW) are definitely 'more modern trains' than current.  I agree the 365s may be debatable though, aren't they just electric versions of 165?

But a mix of 386 and 365 has been predicted in certain forums for a few months now, and it's a definite improvement on the original plan for a big part of the 319 fleet.

Paul

I'm not sure the words do suggest that - more that it does not need a locomotive to be (un)coupled. Remember that the bi-mode was competing as a solution with loco-hauled electrics. But it should be technically feasible to start the engines, raise the pantographs, and swap power all on the move (or the inverse).

TS1577 It is an essential requirement that a bi-mode IEP train shall be capable of switching between
modes whilst at any speed from stationary up to line speed.

One wonders whether the 800s/AT300s will be able to swap over power while on the move? Otherwise all stopping at Newbury will be a pain....

The ability to do that was included in the original specification back in the day it was called HST2.  I have no idea if it survived.

Railway Gazette (http://www.railwaygazette.com/news/policy/single-view/view/first-great-western-plans-at300s-to-cornwall.html?) has more:

Does your total number of Turbos include those that will have to remain for the North Downs line? 

So the EMU fleet will be proportionately even larger in comparison to the Turbos it replaces?

EXCLUSIVE: New train fleet to replace Devon, Cornwall and Somerset's ageing inter-cities
(http://www.westernmorningnews.co.uk/images/localworld/ugc-images/276272/Article/images/26212611/9713181-large.jpg)
EXCLUSIVE: First artist's impression of the AT-300 Hitachi trains First Great Western wants to run from London to Penzance. Ministers will decide by June whether to go ahead

A fleet of 29 new trains is to replace the ageing British Rail 125s running between London and Devon, Cornwall and Somerset by the end of 2018.

Branch lines in the far South West will also get more modern trains ^ spelling the end for little-loved "cattle truck" commuter trains ^ in what is being hailed as the "biggest fleet upgrade in a generation".

The major overhaul of inter-city and local trains is the centrepiece of First Great Western's (FGW) proposal to run the rail franchise for the wider South West and much of Wales until 2019.

Full details of the package were revealed in this morning's Western Morning News.

The franchise until 2019 was confirmed with the Government when Transport Secretary Patrick McLoughlin visited the region this morning, and will mean much more comfortable trains, quicker journey times and a big increase in services to the far South West.

FGW is proposing newly-built "off-the-shelf" Hitachi trains as its preferred option for the new fleet, which would get from London to Penzance 14 minutes quicker than at present.

Arguably more significant is the timetable overhaul ^ allowing trains from the capital get to Exeter before 9am, to Plymouth before 10am and to Penzance before 11.40am.

From 2018, there will be more direct trains into Devon and Cornwall ^ doubling the number of trains into and out of Cornwall.

Chancellor George Osborne's Budget last week signalled new trains were potentially on the cards ^ but details were limited to the point of confusion.

But, as reported by the WMN, the 35-year-old 125s that most Westcountry commuters were familiar with appeared to be doomed.

Significantly, the new trains, which are still subject to contract and Department for Transport approval, would be a new order and separate from the 50 trains the Great Western line was already due to get from 2017 under the Government's ^4.5 billion Inter-city Express Programme.

Those trains, also made in Japan by Hitachi, are a hybrid of diesel and electric, or "bi-mode", but were only ever destined for the Great Western line between the capital and Bristol and Wales.

One of the problems was they lacked the power to get up the hilly terrain west of Exeter ^ meaning Devon and Cornwall missed out.

FGW's franchise recommends privately-financing a new set of AT-300 trains made by Hitachi. They, too, would be "bi-mode" but would be fitted with more powerful engines and bigger fuel tanks to deal with the far South West's geographical shortcomings.

It means the lack of electric lines west of Berkshire will not be a problem as the new trains will simply switch to diesel.
The deal's outstanding issue is whether the Government opts to go with FGW's proposal of Hitachi trains, or refurbish the 1970s high-speed trains. A decision will be made by June after the general election.

But Transport Secretary Patrick McLoughlin indicated a new fleet ^ rather than giving the old HSTs another face-lift ^ was on the cards in the far South West.

He said: "I am determined that passengers in the west, Thames Valley and South Wales get a railway that is fit for the 21st century. This is a fantastic deal which will give them more seats, more services and brand new fleets of modern trains."
Local services are also to be upgraded. New commuter trains in the Thames Valley commuter belt to London will also have positive effects for the far South West. So-called "turbo" trains deployed in the east of the franchise area will be shunted over to the Bristol and Bath commuter area, and a small number to Devon and Cornwall.

The peninsula's local commuters will benefit more, however, from the 158s inherited from Bristol and Bath. Most importantly it marks the end of the detested carriages serving branch lines often likened to "cattle trucks".

Other local improvements include:
* The "cascade" of 90mph trains will help "transform" local services between Bristol and Penzance and on the Barnstaple line in North Devon.
* Almost 60% more seats on suburban commuter services in the Exeter area and two trains per hour between Exmouth and Paignton.

The Government has previously announced it wants First Great Western to continue running services in the region until 2019, but today's announcement marks the first time plans have been made public.

It was also revealed for the first time FGW will pay the government around ^68 million to operate the franchise from September 2015 until April 2019.

Last year a ^150 million package announced included the upgraded London-Penzance sleeper, which is guaranteed to stay in the franchise.

Wi-fi is also now on all inter-city trains and branch lines are set to get wireless broadband access too.
Mark Hopwood, managing director of First Great Western, said the proposal of new trains was the "most compelling solution we could recommend to Government".

"The railway is central to the connectivity and economic prosperity of the region, and I am delighted we have been able to work with the Department for Transport to develop a privately funded deal that will deliver for our customers in Devon and Cornwall and begin to challenge some of the perceptions of rail. I am confident it will get the support and approvals it needs to go ahead.

"The Great Western network is already seeing the biggest investment since Brunel, and this deal has been designed to match that investment and ambition. It gives passengers newer trains, faster, more frequent services and importantly, given the growth this franchise has seen in recent years, more seats."

The announcement comes as campaigners work with the Government on a ^7 billion rail package for the peninsula, which could include two new railway lines to avoid the snaking coastal route at Dawlish. Nothing has been promised, however.

"The final piece in the jigsaw". Reaction to the announcement

St Ives Liberal Democrat MP Andrew George said: "Train passengers have had to endure unacceptable standards in recent months. These upgrades are long overdue.
"If the Government can commit multi-billion pound funds for high speed services from London to the North then it's not too much to ask that we receive improvements which tackle the problems of comfort, reliability, overcrowding and competitive ticket pricing on routes to and through Cornwall."

Sarah Newton, Conservative MP for Truro and Falmouth, welcomed the "final piece of the jigsaw" in transformation of Cornish rail services.

"Thirty minute services through Cornwall will make life much easier for local people travelling about Cornwall. The reduced travel time from Plymouth to London, to three hours, is great news too.
All together, the package of investment will lead to more frequent, reliable and faster train services.
Too often in the past Cornwall has had the hand me downs from up country. Now we will be getting the very latest trains and thanks to signalling investment, more reliable and faster services."

But Luke Pollard, Labour's parliamentary candidate for Plymouth Sutton and Devonport, said: "The South West desperately needs new trains.

"What's hugely disappointing is that the decision to buy new trains could be taken today by the Government. Ministers do not have to wait until June when all the votes have been counted from the general election."

So, reading this, the displaced Turbos will probably be used on the Bristol/Cardiff to Portsmouth, whilst 158s will cover Exeter to Bristol, Swindon to Westbury and the Devon and Cornwall branches (??)

The "cascade" of 90mph trains will help "transform" local services between Bristol and Penzance and on the Barnstaple line in North Devon.

The announcement comes as campaigners work with the Government on a ^7 billion rail package for the peninsula, which could include two new railway lines to avoid the snaking coastal route at Dawlish. Nothing has been promised, however.

"competitive ticket pricing on routes to and through Cornwall."

In addition to the  new electric train fleet, Abellio has committed to introducing 27 refurbished HST diesels by December 2018 for inter-city services between Edinburgh, Glasgow, Aberdeen and Inverness. These could be cascaded stock from the Great Western Main Line, when the new ^Super Express^ Class 800/801s ^ also built by Hitachi ^ replace that fleet.

(http://www.westernmorningnews.co.uk/images/localworld/ugc-images/276272/Article/images/26212611/9713181-large.jpg)

Other local improvements include:
* The "cascade" of 90mph trains will help "transform" local services between Bristol and Penzance and on the Barnstaple line in North Devon.
* Almost 60% more seats on suburban commuter services in the Exeter area and two trains per hour between Exmouth and Paignton.

(from the WMN article)

the far South West's geographical shortcomings.

That is correct Phil. Cardiff-Portsmouth will be increased to five carriages with a 165/166 combination. Wonder if they will keep the First class section of the 166 reintroducing First to this route?

Specification for the Great Western second direct award and a summary of consultation responses - https://www.gov.uk/government/publications/great-western-franchise-response-to-the-2014-consultation

It's in the spec I posted earlier:

Eh? Pacers are 150s aren't they?

Do you mean 165s?

Pacers are the 140's

If they all stop at each station, surely that would result in a more even spread, with few being 'busiest'

5car will run up to Plymouth & they'll add another 5Car there.

The press releases say a small 13 minute gain in times PNZ-London. So peanuts when recognising the higher acceleration times away from stations.

If overcrowding does occur, there just won't be (m)any advances, and that'll concentrate minds.

There are more seats going forward than currently, so I'm not sure what your concern is? There won't be a full 5car between Plymouth and Penzance

They will if the (Advance) price is right!

Have you read II's post that I linked to above? Does that not allay your fears? If not, why not?

Those are minimum franchised times you're looking at - I reckon you'll be pleased when the actual timetable emerges.....

The outdated facilities, seating and technology of the HSTs will be replaced by modern "Turbo" trains, bringing more services, faster journey times, more capacity, better comfort and even free wifi.

Bristol is a modern city

The direct award secures an operator for the franchise for the 3 and a half years from September 2015 (with an optional 13 period extension at the Secretary of State^s sole discretion) ...

The announcement from Patrick McLoughlin (https://www.gov.uk/government/speeches/rail-franchising-great-western) confirms this:

Indeed.

Do we know what stock is allocated for the Weymouth & Portsmouth services, or is still conjecture? Can anyone point me to anything concrete in the various announcements?

It's a well known fact that if people see a train coming into a station that's going where they want. They get on it.

SPM is getting 108 Class 16x vehicles. I don't know the 165/166 split. The remainder stay at Reading. The Bristol 'Metro' services formed no part of the calculation for this franchise. Could end up being a mix of DMU/EMU combined with South Wales orders / cascade. The 16x fleet do not have the fuel range for current types of West diagrams so will remain on Bristol axis. That is an increase of 5 vehicles on the current SPM allocation. Looks like the 08s will go elsewhere or be scrapped. A road/rail battery shunter taking their places.

150/0, 150/1, 153 and 143 going 'off lease'.

All 150/2 and 158 will be Exeter based.

Exeter is getting a new, much larger purpose built DMU depot with more staff in Riverside Yard.

Penzance is expanding slightly.


Laira is contracting but staying open. SPM likewise. All HST work at SPM stops in 27 months. If AT300 does not get approved by DfT, 21 HSTs will need to be made PRM compliant. Given the AT300s do not come from taxpayer funds, approval is very likely.

Landore and OC are closing, but in the case of the latter Crossrail and North Pole Depots opening. In Landores case FGW is working with the Welsh Assembly to see if Landore could become a DMU depot for the Welsh franchise.

The total number of Turbo vehicles at Bristol in December 2018 should be 106. The fleet should be 12 x 166, 16 x 165/1 3 car and 11 x 165/1 2 car.

Exeter should be 2 x 150/0 3 car, 20 x 150/2, 14 x 158 2 car and 5 x 158 3 car.

The retention of the 150/0 after they came off the Basingstokes was a late decision in the bid process, so I have been told, to allow the last 150/1 to go off lease. The DfT were keen to get these available for use elsewhere. The 150/0 are not being offered elsewhere, at the moment, so it looks as if they are staying.

I asked about the Weymouth services - they will be 165/1 3 car, apparently.

Now let's see how much of this changes between now and 2018!

Did read somewhere that the first turbo's will arrive in Bristol next spring and are likely to be deployed on the Bristol- Avonmouth/Severn Beach services first.

If Laira is contracting rather than build a new depot at Exeter would it not make more sense to relocate the work to Laira, if there's sufficent capacity??

That applies similarly to the turnos. I can't see them going to Bristol piecemeal - they'll go en-bloc.

More likely is that the EMUs will show up all together ....

More likely is that the EMUs will show up all together, or at least in the types all together. Reading won't want to maintain 3 types of stock. Thete won't be the space either

The company will expand the use of the GWR brand, currently used in its long distance First Class carriages and will rebrand before the start of the new franchise in September.

Can anyone find the new service level commitment and settle the matter one way or the other.

That should be FOIable, no?

Shouldn't you (also) be writing to the Welsh Goverrnt about their lack of service spec to ATW Then? Why is it purely a FGW issue?

With hourly bi-modes (except for the all-stations stoppers) - some of which will be 10car - I think you'll find it's a net gain of seats on the North Cotswold...

The bi-modes (apart from that Hereford 10car) are only scheduled to trip as far, I believe, as Shurb Hill in Worcester - hence the drop in seats to Foregate Street, Malvern & Hereford - but those stations don't need the capacity currently - have you seen the empty HSTs going to Hereford from Worcester?

I think we may have mentioned this before, but are the numbers of seats here counted as "number of seats departing to London"?   If so, and the train calls at multiple stations, you're double or treble counting.

Lets take a hypothetical example

3 trains run from A calling at B and C to London, each with 500 seats. So that's 1500 seats from A, 1500 seats from B and 1500 seats from C.

3 new trains with 600 seats take over.   The first train calls at A and B, the second at A and C, and the third starts from B and calls at C.  So that' 1200 seats from each of them - "20% fewer seats".  Except .. total capacity from A B and C has risen by 20%!

I thought a number of the South Wales services were planned to run non-stop RDG-NWP?

Yes, but that has no effect on the number of seats through south Wales between Newport and Swansea.

Yes oddly the plan diagram does show any intermediate stations between Bristol and Cardiff, nor Cardiff and Swansea, but this can't be the planned stopping pattern (or lack of one).

Those seats are, however, no longer all available at Swindon too and re-counted as a part of the Swindon total.

Now: Two trains an hour Cardiff to London - each with 500 seats, both calling at Swindon where there's a call for 400 seats.   Effective seats from Cardiff - 600.

Future: Two trains an hour from Cardiff to London - each with 450, one calling at Swindon where there's a call for 200 of those seats (the other 200 seats being catered for by twice the number of services from Bristol to London, and twice the number of services from Cheltenham to London.   Effective seats from Cardiff - 700.

1000 seats reduced to 900.   But effective seats having removed double counting increased from 600 to 700.

Numbers are purely illustrative ... I'm sure someone can give me the right numbers.  It makes sense in that it increases the seat occupancy at the outer end of the train's runs away from London, and thus balances supply better to demand. And that should help to keep costs / prices down with seat provision, members suggest, being very expensive.

So, more seats from Cardiff if travelling from there to London, but less seats for travel within Wales. I take it your 'each with 450' (seats) is an average, or just an illustrative number.

Yes, but that has no effect on the number of seats through south Wales between Newport and Swansea.

It's often struck me as not very efficient use of seats on certain services that they're packed at one end of the route and rather thin at the other.

FGW are only responsible for a maximum of 2 tph on the S.Wales mainline, ATW I think is around 4 or 5 tph if my memory serves me right about the service pattern. In my logic, it would be much more beneficial to increase train length of the ATW services by 1 or 2 coaches which would then spread available seats more evenly through each hour and would address the issue of a reduction in FGW seats in South Wales. I guess this will likely be seen as electrification makes progress in South Wales (will hopefully also improve the timings of the stopping services), as it would be crazy to buy a bunch of 2 car EMU's to replace the current DMU fleet. Are there any specifications for South Wales EMU's as yet? I assume they're likely to be 4 car units?

I don't know where you get 4-5tph from, Cardiff-Swansea has a base service of 2tph (1tph FirstGW from PAD, 1tph ATW Manchester-Carmarthen/Milford Haven) plus a stopper every two hours. There's also an hourly stopper between Cardiff and Bridgend only, continuing to Maesteg, and there are plans to double that. I'd really like to see a Carmarthen-Cardiff express DMU, avoiding the huge time penalty of going via Swansea, after electrification, but those Maesteg stoppers and the freight traffic mean it will be very hard to path.

You seem to have different planned diagrams. The DfT IEP diagrams spreadsheet I have shows the Neath, Port Talbot Pwy and Bridgend stops.

Many thanks for posting that very useful information here, MartinH - and welcome to the Coffee Shop forum!  :)

29 Class 387 units (116vehicles) are delivered in four distinct phases:
- 6 units by end of March 2016;
- 4 units by end of April 2016;
- 8 units by end of February 2017
- 11 units by end of March 2017

The Department for Transport have now published the Greater Western Franchise Agreement for September 2015 to April 2019:

https://www.gov.uk/government/publications/first-great-western

SLC 3(b)
Public Register Version 91 (a) The parties acknowledge that SLC3(b) was still under development by the Franchisee at the date of this Franchise Agreement. (b) The Franchisee shall deliver a draft of SLC3(b) to the Secretary of State by no later than 30 April 2015. Such draft shall be consistent with: (i) the principle that SLC3(b) shall be a development of SLC3(a) providing for improved outputs consequent upon the implementation of the West of England Rolling Stock Procurement Process; and (ii) the draft public timetables supplied by the Franchisee to the Secretary of State on 21 January 2015 with filenames ^Dec18 T135A new 200115.doc^ and ^Dec18 T135 new 200115.doc^. (c) The Franchisee and the Secretary of State shall act reasonably and in good faith in seeking to agree SLC3(b). If agreement is not reached by 31 May 2015 the Secretary of State shall have the right to reasonably determine it.

According to one of the official documents Coombe station has moved from Cornwall to Oxfordshire. Rather poor proof reading for an offical document.

Wonder if they meant Combe in Oxfordshire?

From December 2018 to end of Direct Award (April 2019) (SLC3a): https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/452229/first-great-western-service-level-commitment-3a-22032015.pdf

I read that as a total.....as a minimum. Of course the TOC can stop more often.

And that may mean uneven up & down too - so 6 up & 4 down complies.

These SLC's really aren't ever set in stone anyway and I predict several amendments before this current version is actually initiated.