Risky Business: Train Fleets In A State Of Flux
The title of this post is the same as this article in Rail Magazine.
The article is certainly in the must-read category and it illustrates the perils of not getting your investments right.
You could argue that rolling stock leasing companies (ROSCOs) are sucking money out of the UKs railways.
I would argue differently.
The cause of the troubles for the ROSCOs is threefold.
- Train operating companies would prefer to have lots of similar trains, as this makes, maintenance, training and timetabling easier and more affordable. Some successful companies like c2c, London Overground, Virgin Trains and Merseyrail are one- or two-class companies and others like TransPennine Express and Great Western Railway are moving that way.
- New leasing companies have seen the returns, that the three original ROSCOs have made and have entered the market. As they are leasing new trains, they make it more difficult to find homes for existing rolling stock, many of of which have perhaps twenty years of life left and are priced accordingly.
- The ROSCOs have also badly misjudged the technology. Bombardier, CAF and Stadler have come up with innovative solutions to the problems of our unique Victorian-designed railway and the train operating companies have liked what they have seen and ordered them.
It is interesting to note, that few of the large orders for rolling stock have not been financed by the three original ROSCOs; Angel Trains, Eversholt and Porterbrook.
Greater Anglia
As I know Greater Anglia well, I’ll look at their current fleet, which is being replaced train-for-train by new rolling stock.
- Class 90 locomotives – These are thirty years old and will probably end up pulling freight or be cannibalised for spares.
- Mark 3 coaches – These do not meet the latest regulations for passengers of reduced mobility and most will probably be scrapped, although one rake has been sold to be used by 60163 Tornado.
- Driving Van Trailers – I doubt these will find a use and will join the many others in store or they will be scrapped.
- Class 153 trains – At twenty-five years old, I doubt these single-carriage trains will see serious passenger use again.
- Class 156 trains – At nearly thirty years old, these two-car DMUs may have use on rural lines, but they will need refurbishment.
- Class 170 trains – These two- and three-car 100 mph DMUs will certainly find another operator.
- Class 317 trains – At thirty-five years old, but in good condition, these 100 mph EMUs will be difficult to place, as newly-electrified lines will inevitably deserve new trains.
- Class 321 trains – These 100 mph EMUs will be difficult to place, despite some having been recently upgraded.
- Class 360 trains – These 100 mph EMUs are only fifteen years old and will probably find a new operator.
- Class 379 trains – These modern 100 mph EMUs are only a few years old and will will certainly find a new operator.
Quite frankly most of this rolling stock is not worth much!
The Class 360 and Class 379 trains will be the easiest to release.
The sheer numbers of Class 317 and 321 trains, with little new electrification planned, mean that something innovative will, have to be done to find them a home. I speculated aboutwhat will happen to all these Mark 3-based multiple units in What Will Happen To The Class 319, Class 455, Class 321 And Cl;ass 317 Trains? I certainly suspect that some will find uses, with the upgraded Class 321 trains probably the first in the queue.
As I said in the article, I feel that some Class 321 trains could become small parcel and pallet carriers.
The Class 707 Trains
The Rail Magazine article talks about the problem of the Class 707 trains, that were ordered by South West Trains and will be returned by South Western Railway.
It suggests they could be converted to run on 25 KVAC overhead working, but that will be expensive and in my view a new Desiro City is far inferior to a new Aventra.
So would a quality Class 317 or 321 be a good alternative for an operator, that needed some new trains to perhaps open a new electrified route?
It looks even more of a bad decision of Angel Trains to fund the Class 707 trains.
Is It Innovate Or Die?
Porterbrook saw problems coming with the Class 319 trains, they were leasing to Thameslink.
But they got together with Northern and designed an affordable bi-mode, which is now the Class 769 train.
Thirteen have been ordered!
In anotherf project, InterCity 125 trains are being shortened and updated to last another decade.
Will we be seeing more developments like this, where redundant trains are turned into useful ones for a different purpose?
We could even be seeing some innovative export deals!
Conclusion
It’s a tough world out there!
But those that innovate will survive and make money!
A Low-Alcohol Beer With Flavour
I was buying my usual gluten-free IPA in Marks and Spencer in Islington, when I saw this beer next to it.
This beer is just 0.25 units for a half litre bottle.
It also has flavour, as it is brewed by Adnams.
But the amazing thing was I had no adverse to the beer despite being coeliac, although I’ve never claimed to be a serious one.
Will Innovative Electrification Be Used On The Uckfield Line?
Chris Gibb’s report into the Govia Thameslink Railway franchise recommended electrification of the Uckfield Line. The September 2017 Edition of Modern Railways has a detailed examination of the proposals.
Reasons For Electrification
Various reasons are given for the electrification.
- Removing diesel trains from London Bridge station.
- Operational flexibility.
- More capacity
- Stabling and refuelling considerations with the current Class 171 trains at Selhurst depot.
- Increasing operational efficiency.
The Class 171 trains would probbly be better suited to other routes.
25 KVAC Ovhead Electrification
One of Chris Gibb’s recommendations is to use 25 KVAC overhead rather than 750 VDC third-rail electrification in an area, where third-rail is the norm.
He states that this is on cost grounds.
- Third-rail needs a feed to the National Grid every two to three miles.
- Overhead wires might need just one.
- DC has higher transmission losses, than AC.
He also suggests the following.
- Changeover between the existing third-rail and the new overhead systems would be South of Hurst Green Junction.
- The three tunnels on the route would be electrified using overhead conductor rail.
- Dual-voltage trains would be needed, which would change system on the move.
- Class 377 or Class 700 trains would be used.
He also indicxates that Class 379 trains would be available from 2020.
Stabling At Crowborough
Chris Gibb suggests building stabling for four twelve-car trains at Crowborough for the following reasons.
- It would improve crew efficiency.
- Itwould give more time overnight for maintenance and train cleaning.
- It would eliminate 75,000 miles of empty running a year.
- It would give a £3.6 million a year cost saving.
- It would give more space at Selhurst depot.
This sounds like a good idea.
Project Management And Finance
Chris Gibb gets very innovative about how the project should be managed, by suggesting that SNCF do the design for the electrification and then directly hire the contractor, bypassing Network Rail.
He also suggests an innovative way of financing the project, using private finance.
The Government’s Response
Chris Gibb recommendations of electrification and the stabling of trains at Crowborough have been accepted by the Government.
Conclusion
Surely, if private finance and planning permission can be obtained, this project should go ahead.
The Anonymous Widower 