The Anonymous Widower

c2c’s Class 387/3 Trains On Test At Crewe

I took these pictures of two Class 387  trains destined for c2c at Crrwe, as my train passed through on the way to Liverpool.

They were numbered 387301 and 387302 and their destination boards said they were going to Wembley Central.

Now that would make an interesting route for c2c!

Why Number The Trains As Class 387/3?

Seriously, though, I’m curious why the c2c trains are numbered as Class 387/3 trains, whereas the trains for Great Western Railway are all numbered as Class 387/1 trains.

This is said in Wikipedia about these trains.

In April 2016, c2c announced that it would operate six of the 20 additional units ordered by Porterbrook until a fleet of 68 new carriages are delivered in 2019.

So as they are a short term fleet, that will do the rounds of various operators, who are short of trains, perhaps starting a new group of numbers is good for housekeeping purposes at Bombardier?

On the other hand if c2c and its customers and staff like the new trains and c2c see that an all-Electrostar fleet has advantages for operational reasons, perhaps the extra 68 new carriages will be Class 387/3 trains.

After all, the highest number for a Class 387/1 is 387174, which only allows for another 25 trains in the sequence, before the numbers interfere with the Class 387/2 numbers.

Which all points to sensible housekeeping, as there is nothing on the Internet, to say there is any differences between the Class 387/1 and Class 387/3 trains.

Could The Class 387/3 Trains Have Batteries?

There are several well-publicised reasons for adding batteries to an electric multiple unit.

• Handling regenerative braking.
• Depots and stabling sidings without overhead wires.
• Train recovery in case of overhead power failure.
• Remote train start-up, ready for the driver.
• Extending routes over lines without electrification.

Note.

1. The current Class 357 trains and all Class 387 trains have regenerative braking, so c2c routes can obviously handle it.
2. c2c’s depot at Barking is crowded, but would they want the expense of building a second depot anyway.
3. Train recovery could be very valuable, especially if a whole fleet was fitted.
4. Remote train start-up is available for Aventras and I’ve met a couple of drivers, who would love it!

c2c likes to take a strong green stand as this page on their web site shows.

So the main serious reason we have left is route development.

October 16, 2016 - Posted by AnonW | Transport/Travel | c2c, Class 387 Train, Trains