One could be forgiven for thinking that it is being put off until it becomes unaffordable.

Regarding the RMT^▸ (National Union of Rail, Maritime & Transport Workers) requirement for a train manager in each portion of a 5+5 IET^▸ (Intercity Express Train), I am wondering if this might sway the  financial argument in favour of lengthening some 5 car units to 9 car.

On first sight, it would seem that a train managers salary is a lot less than the cost of leasing a longer train. But this does not tell the whole story.
The train managers annual working hours are a lot less than the hours for which the train works.
Presuming that a train manager has 5 weeks holiday a year, and 1 week sick leave, and an average of 1 weeks training, that leaves 45 weeks work. presuming an average 40 hour week, of which only 20 hours is productive, it would seem to me that the train manager would only achieve about 900 productive hours a year, 1,000 hours if being optimistic.

There are 8,760 hours in a year, and the intensively used trains might be in service for 5,000 hours a year. So lengthening a 5 car unit to 9 car, is potentially saving 5 or even 6 train managers salaries, and not a single salary as might be initially supposed.

Lengthening some 5 car units to 9 car would not of course double the leasing costs since the extra vehicles should be cheaper, and 4 extras are required, not 5.
Reliability should increase since coupling and uncoupling seems to cause some of the failures.

I’m sure if we could get to meet Mark Hopwood over a pint I’m sure we’d all have a good evening. Might even be beneficial rather than staged “Meet the Manager” sessions.

Another frequentannoyance at both Bath Spa and Bristol Temple Meads is that there are often more than one announcement made at the same time, on different platforms. The effect of this is either, that you can't hear the one on your own platform because the other is louder and drowns it out, or you end up with two different announcements competing against each other in your ears and you not being able to take in either. At Temple Meads I've often heard an announcement about the train I'm waiting for start, and just as it reaches the crucial point, another one comes over it and you are left wondering whether the announcement was going to tell you something important, such as a platform change or a change in the set up of the train, or something more routine.

Agility Trains owns the two IEP^▸ (Intercity Express Program / Project.)/IET^▸ (Intercity Express Train)/Azuma^▸ (Brand name for Class 80x trains on LNER) fleets and is contracted to provide them to the TOCs^▸ (Train Operating Company). Its shareholders are:

Presumably that corresponds to ownership of the trains, though there might be something more complicated to allow for Hitachi's contributions in kind.

I'm a bit confused as to who Driver Ted is and why he is bored with it?

It is a bus service, not coaches. Removing it takes away a bus service from Rowbarton and Staplegrove in Taunton, Pen Elm, Norton Manor Camp, Bishops Lydeard village, Crowcombe, Carhampton, Marsh Street, Alcombe and Minehead town centre. Residents in Williton, Watchet, Washford and Dunster could have a longer walk to just one station rather than a choice of bus stops.

I hope this is a logical reply and doesn't come across as cocky and rude.   It's okay to float ideas. It's equally okay to shoot them down if they aren't a practical solution, causing more problems than they solve. If you feel the response isn't okay then feel free to use the 'Report to moderator' button.

I think this previous topic may be of some use

And I don't think it's appropriate to call those you disagree with "uneducated". I therefore responded in kind.

As for your other point. Are you suggesting only vegans are allowed to take issue with the treatment of race horses as commodities?

It's the DfT^» (Department for Transport - about) that want rid of the Brighton extensions, as is proposed in the most recent franchise renewal consultation.  Indeed DfT have been trying to get rid of it for about 10 years now.

Paul

You’d be right in saying that.

DfT should have allowed the refurbishment to go ahead, it is needed. They have worked a large amount of busy services and not only are they dirty but the seating layout is not practical. Having a 158 that has tables, comfy seats, 2+2 seating and larger seats is an ideal train to work many of those services, where as a 3+2 formation which can barely fit 3 people in a row on, next to no legroom, no tables and half the time broken air con and GWR advertise it as an improvement. Yes, if you want a seat, no if you want to feel like you are atcually on a semi-express service. And practically everyone has worked out on the 166s and some remaining 165s with first class about not being declassified, so you are unlikely to get a seat in there, especially traveling solo.

I took a trip with several friends who have little interest in trains a couple of months ago, which happened to be on a Class 800.  I deliberately didn't mention that it was a new train and there were no adverse comments from any of them regarding seat comfort, or anything else about the new trains.  There were no positive comments either it should be said, just a general level of ambivalence.  In fact, all of them were just interested in getting a drink, which prompted concerned looks when I said there was no buffet, but fortunately a well stocked trolley arrived shortly after.

I don't think you'll see 800s coupled to 802s unless an emergency rescue is taking place.  Hitachi are very protective of 'their' 800 units (currently insisting they are not outstabled for example), whereas they don't have the same level of control over the 802 fleet.

One improvement over the last couple of months is a reduction in the number of 10-Cars running with 5 locked out of use - I haven’t seen one in ages.  Some might suggest that’s because of the large number of 5-car short forms, but it is nonetheless an improvement.