Closed consultation

Rail vehicle dispensation: Transport for Wales Rail Ltd Active Travel Class 153s

Published 19 March 2024

Rail vehicle dispensation: Transport for Wales Rail Ltd Active Travel Class 153s

This application has 2 parts, comprising a dispensation request from Transport for Wales Rail Limited (TfWRL) and TfWRL’s diversity impact assessment.

Full name of the applicant

Craig Morris, Safety and Assurance Engineer for TfWRL.

Andrew Trigg, Lead Assurance Engineer, TfWRL.

Address of the applicant

3 Llys Cadwyn
Pontypridd
CF37 4TH

Dispensation request

Vehicles to which the application relates:

Transport for Wales Rail Ltd (TfWRL) seeks the Department’s approval of this request for dispensation for 6 single-car Class 153 Active Travel vehicles to be operated by TfWRL.

Class of vehicle: class 153

Vehicle numbers:

• unit 153507 (vehicle 52307)
• unit 153528 (vehicle 52328)
• unit 153531 (vehicle 52331)
• unit 153552 (vehicle 52352)
• unit 153568* (vehicle 52368)

• unit 153572* (vehicle 52372)

• These 2 units are currently operating in passenger service as 153968 and 153972. They will be withdrawn from service and reclassified as Class 153/5 units following the active travel modifications.

Manufacturer: Leyland Bus, Workington

Brought into use: 1987 to 1988

Converted from 2-car Class 155 units to single car Class 153 units by Hunslet-Barclay, Kilmarnock.

Brought into use as single cars: 1991 to 1992.

Services and routes to be operated by the vehicles

TfWRL services on the Heart of Wales (HoW) Line, between Swansea and Shrewsbury, and other TfWRL routes.

Provisions of persons with reduced mobility national technical specification notice (PRM NTSN) for which dispensation is sought

The dispensation is being requested to allow these vehicles to be converted to ‘Active Travel’ vehicles by installing ten cycle spaces as well as increasing seat pitch, adding additional tables, and general refurbishing the vehicles.

These units do not comply with the following paragraphs in the persons with reduced mobility national technical specification notice (PRM NTSN):

• paragraph 4.2.2.1 seats
• paragraph 4.2.2.2 wheelchair spaces
• paragraph 4.2.2.3 doors
• paragraph 4.2.2.5 toilets
• paragraph 4.2.2.7 customer information
• paragraph 4.2.2.11 step position for vehicle access and egress
• paragraph 4.2.2.12 boarding aids

Details of these non-compliances are listed below.

Paragraph 4.2.2.1(2) height of seatback handholds

The current grab measures 1200 metres at the base and 1250 milimetres at the top.

The project team have considered the introduction of new seating: however the project costs of this upgrade would not be economically viable given the relatively low passenger usage on the TfW routes that the Active Travel vehicles will operate on. It is noted that the upgrade to the Active Travel vehicle includes new grab poles which are compliant.

This dispensation request is consistent with existing Class 153 units operated by TfW.

Paragraph 4.2.2.2 wheelchair spaces

The active travel vehicles will not be fitted with wheelchair spaces, these will be located within the fully seated, unmodified Class 153/3 vehicles that shall form part of the vehicle formation running in passenger service.

Paragraph 4.2.2.3.1(5) door button arrangement

Non-compliance accepted in targeted compliance of 11 March 2010.

Closed button over ‘open’ button existing panel used. This is consistent with the existing fleet operated by TfW and provides a consistent passenger experience. Modification of the panel would need to be fleet wide, would bring a limited benefit to the customer, and is not economically viable given the relatively low passenger usage on the TfW routes that the active travel vehicles will operate on. It is noted that the existing panel has braille symbols available.

This dispensation request is consistent with existing Class 153 units operated by TfW.

4.2.2.3.2(1) external door width (no.2 end only)

Non-compliance accepted in targeted compliance of 11 March 2010.

Only 600mm useable width between handrails at no 2 end (where cab was inserted when single car units were created in 1991 to 1992). There is a 700mm useable width without handrails, however removal of these rails would create other hazards that would be more serious than the hazards imposed by the reduced width. Modifications to the door aperture would not be economically viable on the Active Travel vehicles given the relatively low passenger usage on the TfW routes that the Active Travel vehicles will operate on.

Modification of no 1 end handrails to ensure minimum 800mm useable width, in accordance with drawing TFW-C0-2508603.

4.2.2.3.2(12) audible warnings on door controls

Sounder complies with 2008 PRM TSI rather than 2021 PRM NTSN. This is consistent with the existing fleet operated by TfW and provides a harmonious passenger experience. Modification of the sounder would need to be fleet wide, would bring a limited benefit to the customer, and is not economically viable given the relatively low passenger usage on the TfW routes that the Active Travel vehicles will operate on.

This dispensation request is consistent with existing Class 153 units operated by TfW.

Paragraph 4.2.2.5 toilets

The active travel vehicles will not be fitted with a universal accessible toilet (UAT), this will be located within the fully seated, unmodified Class 153 vehicles that shall form part of the vehicle formation running in passenger service.

It is noted that there will be a standard toilet located within the active travel vehicle.

Paragraph 4.2.2.7.3(1) bodyside visual passenger information

No bodyside displays fitted across the fleet due to substantial modification costs that would bring a limited benefit to the customer. It is noted that the active travel units will predominantly serve the Heart of Wales line, a majority that has a single running line and has a fixed origin/destination.

This dispensation request is consistent with existing Class 153 units operated by TfW.

Paragraph 4.2.2.7.4(5) PA spoken information volume

PRM TSI 2008, 2014 and the PRM NTSN 2021 all reference EN 60268-16:2011. This is withdrawn. The TrainFX PIS solution has been proved to be compliant with STI-PA on various fleets however saloon layout, seat type, operator selected volume levels and the quality of the operator audio recordings all affect the output levels so this can vary across fleets. Modification of the PIS would need to be fleet wide, would bring a limited benefit to the customer, and is not economically viable given the relatively low passenger usage on the TfW routes that the Active Travel vehicles will operate on.

Paragraph 4.2.2.11(all) step position for vehicle access and egress

Non-compliance accepted in targeted compliance of 11 March 2010.

The railway infrastructure on the TfW routes that the active travel vehicles will operate on is variable, and the cost to modify either the platform or the train would be economically unviable given the passenger numbers carried. It is noted that where feasible Harrington humps already exist at accessible stations.

Paragraph 4.2.2.11.2(2,3,5,6) width of external step board

Non-compliance accepted in targeted compliance of 11 March 2010.

Step-board is too narrow. Some 65mm below door sill, so considered a step under NTSN. Modification of the vehicle would need to be fleet wide, would bring a limited benefit to the customer, and is not economically viable given the relatively low passenger usage on the TfW routes that the active travel vehicles will operate on.

This dispensation request is consistent with existing Class 153 units operated by TfW.

Paragraph 4.2.2.11.2(UK special case) passenger access steps

Railway infrastructure on the TfW routes that the active travel vehicles will operate on is variable, and the cost to modify either the platform or the train would be economically unviable for these routes given the passenger numbers carried. It is noted that where feasible Harrington humps already exist at accessible stations.

This dispensation request is consistent with existing Class 153 units operated by TfW.

Paragraph 4.2.2.12 boarding aids

The portable ramp is stored on the fully seated vehicle (which has a UAT installed and has provision for wheelchairs) that the active travel units will be coupled to.

It is noted that there are no wheelchair spaces allocated in the active travel unit.

Reasons for the application

These vehicles will predominantly operate on the Heart of Wales (HoW) Line which has several specific operational nuances. Although not economically significant to TfWRL, the line is a very important community asset. TfWRL is committed to supporting the communities along the line, and the introduction of the Class 153 Active Travel units is intended to increase the volume of leisure travel on the line. This in turn will provide benefit to the local economy, encourage active travel, and increase revenue generated by the line.

TfWRL propose that modification of the existing Class 153/3 vehicles is the most cost-effective way of quickly improving the service on this line. At the present time, new build trains would be economically unviable and indeed would delay any service improvements by several years.

Similarly, cascading existing compliant vehicles would present other issues regarding fleet availability, route clearance and traincrew training. It is also noted that the rural HoW line has several small stations that potentially would need to be extensively updated to accommodate any other vehicle than the currently utilised Class 153.

It should be noted that although the Active Travel vehicles will be predominantly operated on the HoW Line, TfW have identified several other routes on its network that could benefit from the unique capabilities of the Active Travel vehicles. Operations of the Active Travel vehicles on any other route shall always be with a coupled Class 153/3 fully seated vehicle (which has a UAT installed and has provision for wheelchairs).

Effect of non-compliances on disabled person’s ability to use the vehicles

As part of this introduction, TfW have undertaken a Network Rail diversity impact assessment, a copy is attached alongside this consultation. The project team have also reached out to a range of organisations, both internal and external to Transport for Wales.

Internally, the project team have reached out to the TfW accessibility and inclusion panel. The project was presented to the panel, where it was met with a range of challenging questions and comments which subsequently have been actioned and incorporated within the project documents.

Externally, the project team have reached out to DPTAC and a cycling charity, pedal power and the project team have worked closely with them through the project cycle.

Measures to enable disabled person to use the vehicles

In mitigation for these non-compliances, it is noted that the active travel vehicles will always operate as a 2-car semi-permanent formation in passenger service, with one vehicle being a fully seated Class 153/3 (which has a UAT installed and has provision for wheelchairs) and the other being an active travel vehicle (subject to this dispensation request). TfW will set active control measures such as comprehensive staff briefings to ensure that an active travel vehicle cannot operate in passenger service without a fully seated vehicle (which has a UAT installed and has provision for wheelchairs) being present.

The fully seated vehicles (which have a UAT installed and have provision for wheelchairs) identified by TfW to be coupled with the active travel vehicles will be drawn from the pool of existing Class 153/3 vehicles operated by TfW.

It is noted that although these vehicles are subject to existing dispensations from the DfT, they do have provision for wheelchairs and have a UAT installed. Modifying these vehicles to meet the PRM NTSN would require several major structural changes that in real terms would prove to be economically unviable.

An operational brief will be distributed that states the Class 153/5 vehicle (active travel) cannot run in passenger service without being coupled to a Class 153/3 fully seated vehicle (which has a UAT installed and has provision for wheelchairs).

Additionally, the active travel vehicles will have a unique external livery that will allow traincrew and station staff to easily identify these vehicles. This will give a visual indicator to ensure that these vehicles are always coupled with an unmodified Class 153/3 vehicle (which has the standard TfW livery).

From the public perspective, a 2-coach (which has a UAT installed and has provision for wheelchairs) train will arrive at the station. This dispensation is required as the PRM NTSN treats trains as an individual units and not as a separate vehicles.

Under the plan for the active travel class 153/5, careful thought has been given to the layout to maximise the benefit for all users and the 2-car formations (153/3 plus 153/5) will have the following attributes that improve accessibility for all passengers:

• 2 dedicated wheelchair spaces in the 153/3 as per their current configuration
• installation of PRM features such as contracting colours, door sounders, PIS, priority seats to the same standard as the class 153/3 fleet
• 2 toilets per 2-car train – a fully accessible toilet in the 153/3 and a modernised compact toilet in the 153/5
• increased legroom on many seats in the 153/5, not just the priority seats
• significantly increased luggage space in the 153/5 units
• 10 bike spaces which can double as pushchair spaces and will provide significantly increased capacity compared to the existing Class 153 units

Period the dispensation is requested to be in force

It is noted that TfW is currently drafting a future fleet and decarbonisation strategy looking at fleet plans up to 2040. This anticipates that the Class 153 units will predominantly operate on the HoW Line until around 2030, when they are expected to be life expired. While there is currently no firm plan for the replacement fleet, it is currently anticipated that the Class 153 units will be replaced by 2-car Class 197 units that would be cascaded from other routes.

By this time the popularity of the active travel layout on the Class 153/5 will be fully understood and consideration can be given to similarly modifying the Class 197s before they are introduced on to the HoW Line. While the Class 197s will not be brand new, they will still offer a modern fleet designed around current PRM requirements and will have a higher level of compliance than the Class 153s they would replace.

TfWRL’s diversity impact assessment

Step 1: clarifying aims

Q1. What are the aims of this project/piece of work?

Our aim is to introduce 6 times modified Class 153 vehicles to the HoW line. These 6 times Class 153s are:

• 153307
• 153318
• 153331
• 153352
• 153968
• 153972

It is noted that following the active travel modifications, these units will be re-classified as Class 153/5 units.

TfWRL propose that modification of the existing Class 153 vehicles is the most cost-effective way of quickly improving the service on this line. At present, new build trains would be economically unviable and indeed would delay any service improvements by several years.

Similarly, cascading existing compliant vehicles would present other issues regarding fleet availability, route clearance and traincrew training. It is also noted that the rural HoW line has several small stations that potentially would need to be extensively updated to accommodate any other vehicle than the currently utilised Class 153.

During the initial design phase of the proposed active travel modifications, various documents were referenced and where possible any recommendations have been considered.

For example, the Rail Safety and Standards Board (RSSB) document ‘key train requirements’ recommends the provision for family-friendly spaces (3.19.4), and assistance dog space (3.19.5). The active travel modifications will increase the number of flexible spaces that can be used for both cycles and pushchairs.

Additionally, the design increases the number of seats with tables, which allows family groups to be seated together, encourages children from different families to interact and also provides a safe space for an assistance dog to lie down close to its owner.

The project will be extending HoW line services from a typical 1-car train to a 2-car train, which will be achieved by coupling an ‘active travel’ vehicle with a ‘fully seated’ vehicle (which has a UAT and has provision for wheelchairs).

A dispensation is required from the Department for Transport (DfT) as the active travel carriages do not fully comply with the PRM-TNSN (for example they contain no wheelchair spaces or a UAT), it is noted, however, the passengers will be served by a 2-car train, where the coupled unit will be a fully seated Class 153/3 vehicle which has a UAT installed and has provision for wheelchairs. The project will improve the amount of cycle storage space along the route as well as enhancing storage space, refurbishing the vehicles and providing an attractive and eye-catching livery.

Stakeholders have informed the project team that 83% of users travel to mid-Wales by car. It is one of Welsh Government’s objectives to decarbonise, and one of the ways this can be achieved is by increasing the reliability and resilience of rail services in Wales. The aim of this project is set to create a longer and more attractive train than is currently in service.

Throughout this phase, the project team have worked with stakeholders to understand their wants and needs. Three options for cycle storage were presented, with capacity for 8, 10 or 12 cycle spaces. Through collaboration with stakeholders, it was determined that the optimum number of cycle storage spaces was 10 cycle spaces and an additional 46 seats (at an increased seat pitch).

Collaboration

The TfW Project Team have actively collaborated with a range of diverse charities and panels, including:

• Pedal Power, an accessible cycling charity based in Cardiff – the project team visited the site to measure the cycles and incorporate them in the vehicle design. Pedal Power has permitted us to borrow some of the cycles for prototyping purposes.

• DPTAC – The Department for Transports (DfT) diversity panel, DPTAC, gave the project team useful feedback on our proposal to be incorporated into designs

• TfW diversity and inclusion panel gave the project team useful comments and advice on the proposal to be incorporated into the final design

Project stages

The Project is split into 4 stages.

Stakeholder engagement

The TfW Project Team have engaged with a variety of stakeholders to understand their wants and needs. Where possible, these have been incorporated into the final concept designs.

Outputs for this stage were a set of requirements to be placed into concept designs.

Concept designs

The TfW Project Team have appointed a design company to create a set of concept designs and visualisations which could then be shared with stakeholders. These designs were based on the requirements set out by the stakeholders. The concept designs were then circulated with stakeholders who collaborated with Transport for Wales to select the best design to be taken forward to final designs.

Outputs from this stage were a set of concept designs that were shared with stakeholders.

Final designs

The design company selected by TfW will create drawings that can be shared with TfW Engineering. These drawings will include a Bill of material and recommended spare holding level to assist TfW in engineering and maintenance activities.

Outputs from this stage are a set of final designs which contains drawings, Bill of materials and maintenance activities.

Manufacturing

The design company will support the Class 153 modification production process by answering any queries or concerns that the manufacturer has regarding the designs.

Outputs from this stage are the modified Class 153 Active Travel vehicles.

Q2. Could this work impact on people?

This project will be introducing refurbished trains onto the Heart of Wales line. This will impact people positively by introducing more capacity on the line. TfW will be offering an increased number of seats and extra cycle storage. This will foster good relationships by allowing for more seated passengers, and in a newly refurbished vehicle.

The addition of flexible spaces also allows more capacity for pushchair/pram storage and the local tip-up seats allow parents to be seated adjacent to their child.

More seats with tables allow families to be seated together and provide a safe space for assistance dogs. 

The project will also improve physical and mental well-being by adding additional cycle storage. TfW hopes this will encourage people to exercise and enjoy the Welsh scenery.

TfW hope that this will lower the number of cars in Wales and encourage people to travel in Wales using public transport over cars.

The project will also increase the robustness of the Heart of Wales line by introducing a captive fleet with a spare 2-coach train available in the event of a failure.

It is recognised that the modified active travel coach will not contain UAT or wheelchair spaces, which could be perceived negatively. However, the active travel vehicle will always be operated in a 2-car formation which will include an unmodified Class 153/3 vehicle that has both a UAT and wheelchair space.

Q3. Decide if a Diversity Impact Assessment (DIA) is required

Yes, DIA is required: proceed to step 2.

Step 2: the evidence base

Q4. Data you have gathered about the diversity of the people potentially impacted by this work

Transport for Wales does not collect data specifically on the diversity of people impacted by new trains. However, as most of the population can use a train, we will be catering for all users on the route.

In Wales, 422,300 people are considered disabled. This is around 1/5th of the population and shows that disability requires to be considered with the proposals.

The project team have engaged with various stakeholders throughout the introduction process. In November 2022, the project team presented the Class 153 active travel project to the TfW accessibility and inclusion panel to gain their thoughts and opinions on this project. Various comments were presented to the project team who have considered mitigations against these and are working to amend the design to better reflect what the panel would like.

The project team are looking to cater for the maximum number of different types of bikes we can by introducing ‘larger bike’ spaces (bikes up to 2800mm long).

The ‘active travel’ vehicles will always be coupled to a Class 153/3 fully seated vehicle (which has a UAT installed and has provision for wheelchairs) and cannot run on its own.

The population density in mid-Wales shows there is a large proportion of people aged 50 or older.

Step 3: impact

Q5. What potentially negative impacts could this work have on people with disability (the protected characteristic on which the work could potentially have a negative impact)?

Disability

The modified active travel vehicles will not contain any additional wheelchair spaces, or a UAT toilet (standard toilet only). When part of a 2-car formation (with a Class 153/3 vehicle) the train will contain 2 times wheelchair spaces and a single UAT. It is noted that the train formation in passenger service (2 coaches) will be compliant with the PRM-NTSN with regards to the required number of wheelchair spaces and by having a UAT installed.

The active travel vehicles will contain a standard toilet, which a large proportion of passengers can use, including persons with reduced mobility. These toilets will contain contrasting colours and grab poles as per the PRM-NTSN.

Pregnancy (positive impact)

The 2-car formation train will increase the number of priority seats within a typical HoW service from 8 to 12.

Q6. What could you do to ensure your work has a positive impact on diversity and inclusion including supporting delivery of the diversity and inclusion strategy?

The project team has actively engaged with stakeholders from very early in the programme.

The project team initially held 5 stakeholder engagement sessions which aimed to understand the requirements from stakeholders. From the first stakeholder engagement session, accessibility groups were mentioned and considered. The project team also collaborated with ScotRail (who have introduced similar vehicles onto their network) to understand the groups which they collaborated with.

The TfW project management team visited an accessible cycling charity to understand how accessible cycles could be added to the project scope. The comments and feedback were incorporated into the concept designs. The project team are looking to work with Pedal Power throughout the final design and manufacturing process to ensure that we can cater for as many accessible cycles as possible. Pedal Power have also offered to loan accessible cycles to TfW throughout the modification process to allow TfW to trial suitable solutions.

These vehicles, when running in a 2-car formation, increase the number of priority seats located on each service. A typical 1-coach service seen on the Heart of Wales line contains 6 priority seats, the new 2-car service will contain 12 priority seats.

The length of trains on the HoW line will be increasing from 1-coach to 2-coach, increasing the number of seated passengers. The 2-coach trains will contain 98 seats instead of 56 currently in service, an increase of around 40%.

Well-being of future generations (Wales) act 2015

The well-being of future generations (Wales) act (Welsh Government, 2015) strives to improve the social, economic, environmental and cultural well-being of Wales. The vision is that:

In 2050, Wales will be the best place to live, learn, work and do business.

The Act makes the public bodies listed in the Act consider the longer-term perspective, engage with people and communities and each other, prevent problems, and deliver a joined-up approach. The goals to represent the long-term economic, social and environmental well-being of Wales are a:

• prosperous Wales
• resilient Wales
• more equal Wales
• healthier Wales
• Wales of cohesive communities
• Wales of vibrant culture and thriving Welsh language
• globally responsible Wales

Well-being of future generations (Wales) act – 5 ways of working

Long-term

The importance of balancing short-term needs with the need to safeguard the ability to also meet long-term needs.

Integration

Considering how the public body’s well-being objectives may impact upon each of the well-being goals, on their objectives, or the objectives of other public bodies

Involvement

The importance of involving people with an interest in achieving the well-being goals, and ensuring that those people reflect the diversity of the area which the body serves.

Collaboration

Acting in collaboration with any other person (or different parts of the body itself) that could help the body to meet its well-being objectives.

Prevention

How acting to prevent problems from occurring or getting worse may help public bodies meet their objectives.

The active travel vehicles will contain ‘flexible’ spaces, which can hold cycles, pushchairs or passengers.

The addition of flexible spaces also allows more capacity for pushchair/pram storage and the local tip-up seats allow parents to be seated adjacent to their child.

More seats with tables allow families to be seated together and provide a safe space for assistance dogs.

Step 4: consultation

Q7. How has consultation with those who share a protected characteristic informed your work?

Transport for Wales accessibility and inclusion panel (3 November 2022)

The following comments were raised on the accessibility and inclusion panel.

Status as of 25 January 2024.

• can Harrington Humps be fitted to platforms along the HoW Line?

There are already Harrington Humps on stations with large gaps on the HoW Line.

The project team will move 5 stop car markers on the HoW Line to better accommodate the active travel units.

• are there plans to improve station access along the HoW Line?

Given the low foot count on this route, there are no current plans to update any stations on the HoW Line beyond moving the stop car markers where necessary.

• once the active travel Class 153s enter service, can audio announcements be added to the stations to define which coach the active travel vehicle will be? For example, will it be at the front or the back of the train?

The project team are currently considering options to determine if this will be possible.

• can TfW ensure the active travel vehicle is at one end of the train, for example, the active travel vehicle is always on the Shrewsbury end of the 2-car train?

This is not possible as it is likely that the units will be turned in service, and due to the fact they may be diverted around track loops: it is noted that the active travel vehicles will have a unique livery which will make identifying the correct vehicle easier once the train has arrived at the station.

DPTAC (informal advice)

DTPAC raised the below points.

Status as of 25 January 2024.

• do TfW consult with ScotRail, and share lessons learnt?

The project team have consulted with ScotRail several times during the process, for example, the Standard Toilet on the active travel vehicle is the same as that installed on the ScotRail vehicles.

• is there an opportunity to offer a wider door on the Class 153?

This would require extensive, major structural modifications which would be economically unviable on the Class 153 vehicles.

• can there be clear signage on both carriages to show where wheelchairs and where cycles will be?

The active travel vehicles will have a unique livery that will make it easy to identify which vehicle is allocated as the active travel unit.

• can TfW actively promote the active travel vehicles on their website?

The project team is currently engaged with the TfW website team to determine the best way to highlight the new active travel service.

• has a diversity impact assessment been conducted?

Yes, this has been completed.

• has TfW captured data relating to disability cyclists?

TfW do not currently capture data on this matter, however, usage of the new active travel service on the HoW Line will be monitored.

Pedal Power

• can TfW try to maximise the number of accessible cycles that can fit on each vehicle?

Status as of 25 January 2024.

• can TfW try to maximise the number of accessible cycles that can fit on each vehicle?

The project team have completed discussions and conducted site visits for both DPTAC and the accessible cycling charity, Pedal Power. During these visits, it was assessed what types of accessible cycles would be able to be accommodated on the vehicles.

Q8. Record any consultation you have had with Network Rail teams who are delivering work that might overlap with yours.

The project team will discuss the proposal with Network Rail’s stations team to identify any station improvement projects currently planned on the Heart of Wales Line.

Status as of 25 January 2024.

Given the low foot count on this route, there are no current plans to update any stations on the HoW Line beyond moving the stop car markers where necessary.

Step 5: informed decision-making

Q9. After completing steps 1 to 4, what is your decision?

Justify and continue the work despite negative impacts (please justify).

This project is set to benefit the HoW line, increasing the length of the trains on the line, increasing seated capacity and increasing cycling capacity.

The project team have undertaken 5 stakeholder engagement sessions to clarify the requirements of the project. Members from accessibility panels were included in these meetings and their input has been noted and actioned.

TfW have also presented its ideas to the accessibility and inclusion panel, and these have been actioned through DfT.

Step 6: action planning

Q10. What specific actions will be taken to deliver positive impacts and address any potentially negative impacts identified at ‘step 3: impact’ or through consultation?

Review Harrington Humps on the HoW Line, by July 2023.

A lessons learnt session was held with ScotRail and the TfW project team have considered the results of this session accordingly, by May 2023.

Undertake mock-up of vehicle prior to final design. All project stakeholders were invited to view the mockup and their feedback was reviewed by the project team accordingly, by May 2023.

Gain DfT dispensation ahead of planned June 2024 entry into service, by April 2024.

Further information

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The department will process your personal data in accordance with the Data Protection Act (DPA) and in the majority of circumstances this will mean that your personal data will not be disclosed to third parties.

Data protection

This consultation and the processing of personal data that it entails is necessary for the exercise of our functions as a government department. If your answers contain any information, including the email address itself, that allows you to be identified, DfT will, under data protection law, be the controller for this information.

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Consultation principles

This consultation is being conducted in line with the government’s consultation principles.

If you have any comments about the consultation process, contact:

Consultation Co-ordinator
Department for Transport
Zone 1/29 Great Minster House
London SW1P 4DR

Email: consultation@dft.gsi.gov.uk.