Rolling Stock
Introduction
The GEML Capacity Study Interim Report identified that the replacement of rolling stock, for inter-city and outer commuter services is likely to be a major issue within the next franchise period. This chapter looks at the rolling stock issues in detail and sets out a recommended strategy, which will form the basis of a vision option that is appraised in a later part of this study.
Summary of issues
The previous EEDA report on the GEML, together with the interim report from the capacity study both highlighted the need to upgrade and or replace the passenger rolling stock. Therefore the development of a rolling stock strategy needs to address:
- Additional trains will be required to provide the rolling stock for the additional train paths that the infrastructure improvements provide, although this number will be reduced somewhat if average end toend journey times are reduced and with higher reliability rolling stock;
- Faster trains will be required to make use of the increased line speeds on the GEML and to maintain the capacity improvements;
- The existing Class 321 fleet does not meet the requirements of the PRM-TSI regulations and will therefore need an extensive refurbishment to meet them and ensure their continued use beyond 2020;
- The existing Class 321 fleet are not capable of being upgraded to operate at 110mph;
- The current outer commuter EMU stock is considered to have poor on board facilities, with a lack of toilets and a level of comfort not appropriate for outer suburban services;
- The class 360 fleet can be upgraded to operate at 110mph. The upgrades of London Midland‟s Class 350 fleet to 110mph running highlights that this is achievable. An estimate for this work has been provided by the ROSCO;
- The existing Class 90 and Mark 3 coach operated inter-city services were originally designed to operate at 110mph and have done so on the West Coast mainline, although the practicalities of operating the Class 90s (which have a reputation for unreliability) at maximum speeds at this late stage of their lives needs to be closely looked at.
- There are concerns from NR that the current Class 90‟s and Mark 3 Coaches could not operate at 110mph with the existing signal spacing due to their acceleration and braking characteristics;
- The existing Mark 3 coaches will need refurbished to meet the requirements of the PRM-TSI regulations beyond 2020. This is possible as has been demonstrated by Chiltern Railways recent refurbishment of their Mark 3 fleet;
- None of the major locomotive manufacturers currently makes a high speed electric locomotive which is compatible with the UK railway system (However, models have been developed for the UK and await an initial order prior to the production of a prototype); and
- Most of the main rolling stock manufacturers (Alstom, Bombardier, Hitachi & Siemens) have EMU‟s in UK service or development which could form the basis of a new 110mph outer commuter or inter-city train for the GEML.
3.3. Inter-City Services
This service group includes all express Norwich services which are currently operated by Class 90 electric locomotives and rakes of Mark 3 coaches.
A major concern for the delivery of the proposed linespeed improvements is the ability of the current Class 90 / Mark 3 trains to operate at a higher speed within the current signal spacing. Based upon the operating characteristics of the locomotive and coaches, it is thought by Network Rail that there is a significant risk that the trains will be not able to operate at 110mph within the existing signal spacing over all signal sections.
Therefore to provide the faster linespeed and hence journey times this report has examined the options of either replacing either the locomotives or all of the inter-city rolling stock.
In view of this the option of procuring new electric locomotives to haul the existing Mark 3 stock (providing that they are suitably refurbished/re-engineered to meet the PRM-TSI regulations) needs to be examined.
Currently there are no new electric locomotives in operation that are suitable for operation on the UK rail network. However, manufacturers maybe able to adapt existing designs to fit within the UK loading gauge,
for example:
- Bombardier Traxx;
- Siemens Vectron; or
- Alstom Prima II.
Bombardier have already announced that they have designed a version of the Traxx locomotive (P200 AC UK) to fit within the UK loading gauge, they have previously promoted the use of this locomotive type on the GEML services to replace the Class 90‟s. This UK version of the Traxx locomotive family would have 7500hp and a top speed of 125mph (200kph)
The Siemens Vectron is a modular design of locomotive which can be configured to operate across Europe. Discussions with ROSCO‟s have indicated that a version of this locomotive could be built to fit into the UK loading gauge. This locomotive would have 8,600hp and is capable of operating at 125mph (200kph). It was announced in September 2012 that the Vectron locomotive fulfils the TSI HS RST specification for class 2 vehicles operating on the trans-European high-speed rail system (vehicles with a maximum speed from 190 kph to 250 kph). It is understood that this could permit the Vectron to operate in Europe at speeds up to 230 kph (approx 144 mph), where permitted.
A new electric locomotive of either the Traxx or Vectron type, with modern power control systems could be set up specifically for operating on the GEML. On this basis Atkins rolling stock engineers are confident that a new locomotive would have the performance required to operate faster Inter-City services with Mark 3 coaching stock. It is estimated that the purchase cost of the new locomotive of these types is circa £4 Million per unit.
Coaching Stock
In addition to new locomotives, it is recommended that a significant refurbishment of the current Mark 3 coaching stock is undertaken; this would need to include the electrical (replacement of motor-alternators) and braking systems as well as seating, vehicle accessibility and toilets.
The PRM-TSI regulations require all rail vehicles operating from 2020 onwards to be fully accessible. For the Mark 3s this could range from providing some or all coaches with sliding 'plug' doors (as has recently been implemented by Chiltern Trains), providing high back seating and accessible toilets (with closed tanks for waste storage rather than on-track discharge).
The refurbishment of Mark 3 coaches for use on Chiltern and Cross Country services highlights the flexibility of this design of coach. A significant refurbishment of this type could typically add a further 15 years of service life to these coaches and certainly see out the next franchise. ROSCOs have estimated that a major refurbishment of the Mark 3‟s, including new plug doors, would cost around £250,000 per coach.
In addition to the Mark 3 coach proposals, Porterbrook has come up with a further proposal to replace the DVTs with a passenger carrying vehicle. This could either be achieved by converting the existing DVTs into passenger carrying vehicles, or preferably building new dedicated passenger vehicles. Figure 7 and 8 provide an example of how these vehicles could look (both pictures courtesy of Porterbrook).
