In a topic on future uses for the IC225 fleet, it was suggested that class 67s with mark 4 stock could have been an alternative to new DMUs for Manchester-Swansea serivces. I argued that, if this were to happen, fewer new DMUs should be ordered. However, 'hexagon789' was in favour of ordering all the new DMUs anyway, stating that "you can never have too much capacity!"
Since that discussion was moving off-topic, I've decided to continue in a new topic. Here's the latest post on the matter from the other topic:
The strategy could work better for Northern, since I assume they have (or will soon have) all 50x class 150/1 units. Electrification (or partial electrification) of Northern Connect routes and introduction of new regional-express EMUs, IPEMUs or hydrogen-electric bi-modes would cascade the 195s to replace the 150/1s.
That said, I draw attention to hexagon789's comment that the new DMUs "should be more efficient". I assume this means 'fuel efficient' but I don't know whether this is actually the case. I understand that FOCs (or was it just GBRF?) rushed to order additional class 66s before the introduction of stricter EU emmisions standards because they feared that locos compliant with the new standards would burn more fuel. Modern standards seem to reduce emmisions that are directly harmful to human health, but increase fuel consumption and therefore greenhouse gas emmisions.
Going back to Wales (and the reason I put this in the 'Speculative Ideas' section), as well as reducing the number of new DMUs ordered I would retain either the 158s or the 175s. This is partly to introduce new services without needing to order more new DMUs but also to keep a larger pool of older DMUs on the franchise. The idea is that those older DMUs would provide an incentive to electrify other routes in order to cascade the new DMUs to eliminate the older stock.
Since that discussion was moving off-topic, I've decided to continue in a new topic. Here's the latest post on the matter from the other topic:
I had thought of that too. However, you cannot cascade the new Civity DMUs to replace older DMUs if you have replaced all the older DMUs. TfW rail services intends to replace the entire current fleet, mostly with new stock. The only older DMUs left would be just 12 units, which themselves are relatively new Turbostars. I suppose you could also count the 230s, but on this franchise the N.E.Wales Metro is probably second in line for electrification (or IPEMUs) after Cardiff to Penarth and Barry.Simply when you can electrify and buy new electric stock, I'd then cascade the new DMUs (which should be more efficient) to replace the older types still in service and keep cascading the newest types down to work to get rid of the oldest until the point where everything is electrified or perhaps run by battery or some other form of propulsion.
The strategy could work better for Northern, since I assume they have (or will soon have) all 50x class 150/1 units. Electrification (or partial electrification) of Northern Connect routes and introduction of new regional-express EMUs, IPEMUs or hydrogen-electric bi-modes would cascade the 195s to replace the 150/1s.
That said, I draw attention to hexagon789's comment that the new DMUs "should be more efficient". I assume this means 'fuel efficient' but I don't know whether this is actually the case. I understand that FOCs (or was it just GBRF?) rushed to order additional class 66s before the introduction of stricter EU emmisions standards because they feared that locos compliant with the new standards would burn more fuel. Modern standards seem to reduce emmisions that are directly harmful to human health, but increase fuel consumption and therefore greenhouse gas emmisions.
Going back to Wales (and the reason I put this in the 'Speculative Ideas' section), as well as reducing the number of new DMUs ordered I would retain either the 158s or the 175s. This is partly to introduce new services without needing to order more new DMUs but also to keep a larger pool of older DMUs on the franchise. The idea is that those older DMUs would provide an incentive to electrify other routes in order to cascade the new DMUs to eliminate the older stock.