So Where Will Greater Anglia’s Old Trains Go?
The title of this post is the title of this article in the East Anglian Daily Times.
It is a good question to ask, as when all Greater Anglia‘s new trains have arrived in 2020 or so, there will be a lot of trains needing good homes.
The article comes to these conclusions.
- Class 90 Locomotives – Freight operators.
- Mark 3 Coaches – Some heritage operators, but mainly scrap.
- Class 153 trains – Might survive a few years with another operator, before being scrapped.
- Class 156 trains – Might survive a few years with another operator, before being scrapped.
- Class 170 trains – These should have a long term future with other operators.
- Class 317 trains – Least likely to find a new use.
- Class 321 trains – Likely to go to other operators.
- Class 360 trains – Likely to go to other operators.
I don’t disagree greatly, but I do feel that because of the continued fast growth of the UK rail network, that other outcomes could happen.
Mark 3 Coaches
Passengers like the Mark 3 coach and Chiltern Railways have shown that the coaches can be refurbished to a very high standard, that meets all current and future regulations.
I feel that at least some coaches will get the Chiltern treatment, as there are routes, where they could work economically, between a locomotive and a driving van trailer (DVT). The key to this could be that Greater Anglia will release sixteen DVTs in good condition.
Class 321 Trains
Greater Anglia has over a hundred of these four-car trains and thirty of these will have been upgraded under the Renatus project.
If the Class 319 Flex train is a success, could we see some of these trains given the same treatment as I talked about in Could There Be A Class 321 Flex Train?
If the Class 321 Flex train were to possess the same hill-climbing ability that is proposed for the Class 319 Flex train, then there could be a whole fleet of trains suitable to work the Valley Lines from Cardiff, without any further electrification.
It will come down to a political decision, as to whether to electrify the Valley Lines and use new rolling stock or appropriately refurbished cascaded Class 321 trains.
Who Would Want An Electric Train Powered Only By Diesel?
I have just seen a an early copy of Porterbrook’s brochure for their new Class 319 Flex train.
From one statement, it appears that a diesel-only version of the train is going to be delivered to one operator.
If this is a prototype, this is eminently sensible as the train could be used for the following.
- Full testing of the diesel power generators and all non-standard systems.
- Performance Assessment
- Driver training.
- Route Proving.
- Customer reaction.
The prototype could even be run on the example route from Manchester Piccadilly to Buxton and back to validate the route could be handled by the train.
Strangely, it would probably have the capability to do the route faster than the current Class 150 and Class 156 trains, as it is more powerful.
But a diesel-only version could have other uses in the long term.
Route Proving And Testing
Surely, a diesel-only Class 319 Flex train, must have uses, where an operator wants to run a service to check a new route or test a market.
Occasional Services
Events like the Open Golf and Glastonbury create a big demand for travel, often to difficult to access places. A refurbished diesel-only Class 319 Flex could have uses to serve events like these. Or it could be used as a blockade buster or train to by-pass difficulties or cover for rolling stock shortages.
The interior could even be tailored for the use.
Have Direct Rail Services done their sums and found that instead of using two new Class 68 locomotives and a few clapped-out Mark 2 coaches, a diesel-only Class 319 Flex train is better value for themselves and the train operator?
Direct Rail Services certainly seem to be good niche market spotters, as their purchase of the Class 68 locomotives shows!
Small Measurement Train
Would a diesel-only Class 319 Flex train make a smaller version of the New Measurement Train?
- It’s diesel powered, so can check all routes and those with power switched off.
- It can probably run on routes, where the HST-based New Measurement Train can’t.
- It has a 100 mph capability, so could deploy to an area, where problems have occurred quickly.
- It’s even got a pantograph well.
Currently, it takes the New Measurement Train about a couple of weeks to check all the lines it can.
From what I’ve read, Network Rail seem to keep adding capability and with the need to check more lines, there must be a need for at least a second train to help the current one.
Would Network Rail do what they have done with other complex specialist equipment and base several around the UK, so that if a possible problem occurs or some new work on the track or overhead wires has been done, engineers can check the line quickly?
Affordable Quality Four-Car Diesel Multiple Unit
There are lines in the UK, like the Heart of Wales Line and the Far North Line, which will never be electrified and need a modern diesel unit with everything customers expect at an affordable price.
Most suitable units like the two-car Class 158 trains and three-car Class 159 trains could be too small for some routes and their current operators have uses for them.
So is a niche for a reliable four-car diesel multiple unit to work all sorts of routes?
Conclusion
When I saw that Porterbrook were going to produce a diesel-only version in their brochure, I was mildly surprised.
But then I was surprised, when I saw Vivarail‘s proposal for the Class 230 train based on old London Underground D78 Stock.
So did one of the operators interested in the Class 230, see the Porterbrook announcement for the Class 319 Flex train, put two and two together and say, a four-car Class 319 Flex would do us just fine. But forget the electrification gubbins!
The Anonymous Widower 