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From a connectivity perspective to most of Greater Manchester and the rest of the country, Piccadilly is the better connected station. The city’s economic performance has boomed over the last decade, with the vast majority of new jobs being located in those locations I listed, where Victoria is...

A point of order here, in that the opposite is true. The biggest employment centres in Central Manchester are Spinningfields, St. John's, NOMA, the central office district (bounded by Market Street, Cross Street, Princess Street and Moseley Street), The Oxford Road corridor and Salford Quays...

Very interesting insight @Stephen42 . I wonder, could the 11 EMUs for Lot 1 could be for the services transferring from TPE? And it is good to see a high volume of 4-car units, but does the number of 3-car units allow for 6-car operations where needed?

If the issue is about the interior, that can change. If I had the choice of picking the type of carriage I would travel on, it would always be a 185 from today’s interiors, but that is to be refurbished and it might mean my opinion changes. The real question is whether a 397 is the right type...

The trans pennine services would be better suited to a unit that has double doors at third or quarter positions to enable better flow of passengers on/off the train, an intercity layout and 125 mph capability is important too. If the new train was a 6-car tri-mode variant of a 397 with doors at...

A further thought, that post TRU 4 fast tph between Leeds & Manchester (with a single call at Huddersfield) will be enough. It’s just that they will be supplemented with 2 semi-fast (assuming calling at Dewsbury, Huddersfield and Stalybridge) and 2 stoppers.

I should have been clear that I was meaning 6 tph after TRU has been completed, roughly at the same time these new trains should be in use. That would allow 4 fast, 2 semi-fast and 2 stoppers through the core. Also assuming the 2 stoppers would be with Northern by that point too. I did look...

The 150s will be in a 3+2 formation, while the 75X units will be in a 2+2, but it has more standing room. Unit Cars Length (m) Seats Standing Total 150 2 40 124 80 204 150 4 (2x2 car) 80 248 160 408 158 2 45 138 81 219 158 4 (2x2 car) 90 276 162 438 756 3 65 142 148 290 756 4 80.7...

Would it be possible to operate a North Trans Pennine network with 6 tph through the Manchester-Leeds core only using the 29 new trains? It might mean cutting the Edinburgh-Newcastle portion perhaps? This is assuming the two stopping services go to Northern, and then the 802s could be...

Don’t forget standing room. On a 756 there is additional capacity for 148 standees on a 3-car and 204 on a 4-car unit to bring total capacity to 290 and 394 passengers respectively. I assume that the 755 for GA will have a similar total capacity too. If these new trains are to be replacing...

Although I would argue that Newcastle to Leeds/Manchester/Liverpool is a long distance intercity journey, it is dominated by the regional intercity and commuter journeys in to Manchester & Leeds. Therefore an intercity layout with doors at thirds, much as it is with the 185s today, would be...

Would it be possible, or likely, that if the CAF tri-modes units are procured that the units have double doors at thirds rather than single end doors? I think the core of the network is better suited to the faster and easier passenger flow of the 185 trains than the 802s.

If a 745/756 type unit is put forward, with a power car and assuming it does not count as part of the vehicle total, I suspect we have to assume longer vehicles. Whatever the outcome, it should be at least 400 seats. It does, but then it also states 174 to 330 vehicles, for 29 units up to a...

But you could run longer trains through New Street in any scenario. As it stands I think seeing anything more than 3 tph to London is all Curzon Street will see (400m in the peaks and 200m in the very early and late evenings), unless a new plan for phase 2 comes along.

If that was the case, there would be a huge surplus of units procured that wouldn’t be used. The total Northern fleet size is in the region of 370 trains (including the 17 323s from WM), of which the 15X fleet is 204 strong. So if a one-for-one replacement of the 15X units are procured of 3-car...

I’d be surprised if each vehicle was less than 20m, or that total capacity was less than an 802. If we are talking about a more standard carriage length of 23-25m say, then it’s more likely it would be a train of 140m-150m.

The docs in the links above suggest 174-330 carriages, which would equate to 6-car trains (29x6=174 and 55x6=330). That is plenty of capacity for trans pennine services today, but will it be enough in the 2030s after TRU has been completed and there have been platform extensions to 200m?

Looking at the bigger picture, the numbers in the various links suggest it could be 3-car trains. The 15X services are a combination of 2-car or 2x4-car, with the exception of a smaller volume of 3-car units (I think the majority in Manchester are 2x4-car trains. Therefore should this enable...

I can’t imagine the stopper being extended to Curzon Street, but you could scrap the Manchester-Reading/Bournemouth and run the Manchester-Stoke service through New Street. Then you might get an hourly Manchester Piccadilly to Birmingham Curzon Street, but the time benefit would only be the...

Where would the capacity come from for that? There’s no capacity north of Birmingham to accommodate a service to/from Curzon Street and although HS2 could handle 18 tph on its core, the limiting factor is Euston now, so I’m not seeing how more than 3 tph from Curzon Street to Euston could even...