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Intercity Express Programme

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"Hitachi Super Express" redirects here. For the express train service in Japan known as the "Super Hitachi", see Hitachi (Japanese train).

The Intercity Express Programme is an initiative of the Department for Transport (DfT) in the United Kingdom to procure new trains to replace the InterCity 125 fleet on the East Coast Main Line and Great Western Main Line, as well as replacing other trainsets on long distance services from London to places including Cambridge, Oxford, Hull and Weston-super-Mare.[1]

On 12 February 2009, the DfT announced that Agility Trains, a consortium led by Hitachi, was the preferred bidder, with a train named the Hitachi Super Express.

In February 2010 it was announced the programme was suspended pending an independent report published in July 2010. A decision on the future of the programme was deferred along with decisions on the further electrification of the mainline network.[2] In March 2011 the government confirmed its decision to proceed with Agility Trains with a changed programme. The order is expected to be placed in 2012 and a manufacturing facility built in Newton Aycliffe, County Durham. Trains would enter service from 2016–2018.

History

Original specification

Three versions were asked for: electrically powered via 25kV AC 50 Hz overhead line, a self-powered version, and a 'bi-mode' version.[note 1] These were to replace both the diesel Intercity 125 and electric Intercity 225 fleets.[4]

The specification called for increased capacity and environmental performance over current designs, the ability to divide the train in order to serve different sub-routes, a modular design with three different variants that can be powered by electricity, diesel or both, and a design speed of 125 mph (200 km/h) with costings for higher maximum speeds up to 155 mph (250 km/h). The tender was to assume pre-series introduction on the East Coast Main Line in 2012 with series production from 2014 to 2020, and a quantity of between 500 and 2000 vehicles. Bids would be accepted from organisations or consortia able to design, produce, finance and maintain the trains for 30 years.[5] The specification also required 'the flexibility to operate on inter-urban and commuter routes as well as long-distance journeys'.[6]

On 16 November 2007 the Department for Transport issued its IEP Invitation to Tender to three shortlisted entities:[7]

After Alstom withdrew from the bidding in February 2008,[9] Barclays Private Equity re-entered the project on 26 June 2008, four days before the end of the bidding process, as a partner of Hitachi and John Laing, in Agility Trains Ltd.[10]

On 12 February 2009, the Government announced that Agility Trains was the preferred bidder for a train supply contract then valued at £7.5bn.[11] The decision was criticised for not awarding the contract to the Bombardier/Siemens offer which was expected to have resulted in work for Bombardier's Derby factory, the DfT was also accused of 'spin' in describing the Agility trains consortium as a 'British led consortium'.[12][13][note 2] and Hitachi's manufacturing plans attracted concern for reasons such as balance of payments issues, the Japanese domestic railway market being largely closed to foreign entrants, and the extent to which jobs would be safeguarded or created in the UK.[15]

Agility Trains

File:Hitachi SET exterior.jpg
Artist's impression of the train offered by Agility Trains

The train specification offered by Agility Trains, to be built by Hitachi[16] has been given the name "Hitachi Super Express" or "Super Express Train".[17] The original design was to have been delivered in various types of 5- and 10-car unit. Agility Trains mentioned at least six types, including:[18]

  • Type 1 - a 10-car diesel multiple unit, divided into several sub-types:
    • Type 1A - intercity
    • Type 1B - interurban
  • Type 2 - a 10-car intercity bi-mode (electro-diesel) unit, with an electric power car at one end and a diesel power car at the other
  • Type 3 - a 5-car electric multiple unit intended for commuter services
  • Type 4 - a 5-car bi-mode for commuter services
  • Type 5 - a 10-car intercity EMU.

Subsequently, Agility's website was modified to say "The Super Express Train can operate in any formation from 5 car to 12 car sets".[19] Potential IEP formations of 10, 9, 8, 6, 5 and 4 passenger carriages were mentioned in Sir Andrew Foster's review of the programme.[20] The end cars in a unit would have contained either transformer and rectifier, or hybrid electrical generation apparatus and rectifier, depending on version, but would not have powered axles. At least half the axles on the intermediate carriages would have been motored, receiving energy from the end cars via a power bus. The self-powered and bi-mode units could have been of the hybrid train type, as trialled on a British Rail Class 43 locomotive and trailer combination (see Class 43 hybrid trial).[14] Carriages 26 metres long and 2.7 metres wide were planned, making them longer and narrower than previous British passenger rolling stock.

Electrification

The proportions of traction types ordered would depend on decisions regarding further electrification.[21] In late 2007, Network Rail suggested that the DfT should abandon the diesel version of the IEP as emissions regulations and the minimal demand for diesel-powered high-speed trains abroad made it cheaper to electrify lines and operate electric trains than to buy new diesel trains.[22] In January 2009, Secretary of State for Transport Geoff Hoon stated that before finalising procurement plans he would need to consider electrification proposals from Network Rail in terms of cost, financing and benefit.[23] In June 2009 Network Rail published a draft Electrification Strategy recommending electrification of the Midland Main Line and Great Western Main Line through to Oxford and Swansea, followed by some cross-country routes and the Reading to Plymouth Line[disambiguation needed].[24] On 23 July 2009 the DfT presented plans to electrify the Great Western Main Line from London to Bristol and from Swindon to Swansea.[25] After the Comprehensive Spending Review in October 2010 it was announced the lines from London to Didcot, Oxford and Newbury would be electrified in the following six years.[2] On 1 March 2011 the extension from Didcot to Swindon, Bristol and Cardiff was announced.[26]

Review

On 26 February 2010 Transport Secretary Andrew Adonis announced that contract negotiations could not be completed before the 2010 United Kingdom general election, and a value for money review was to be carried out.[27][28] Network Rail's commitment to electrify the main line between London and Bristol meant that the original assumptions used when formulating the procurement plan had changed; furthermore, passenger transport figure increases had not met expectations.[29] Lord Adonis also blamed lack of financial support from the City.[29][30] Additionally a planned second phase, to introduce new trains to the specifications in the plan on the West Coast Main Line, was cancelled.[31] Opposition politicians, industry commentators and the Association of Train Operating Companies were critical of aspects of the scheme, particularly the micromanagement of the proposed trains' specifications, and lack of input from potential operators.[29][32][33] Also, the Department for Transport's targets for energy consumption were reported to have been considered impracticable.[9]

In July 2010 the report on the programme by Sir Andrew Foster was published, and the decision on whether to proceed with the programme deferred until after the Spending Review in October 2010 while alternatives were assessed.[34][35][36] Other options examined in the report included combinations of: using existing carriages propelled by high-powered electric locomotives, class 377, or re-engineered class 319 or 365 commuter trains on some sections to compensate for demand, the use of class 180 diesel trains on some non-electrified routes, or refurbished Intercity 125s, as well as infill electrification.[37]

On 25 November 2010 the Secretary of State for Transport (Philip Hammond) announced that a final decision on the Intercity Express Programme would be deferred to 2011 along with decisions on further electrification of the rail system. Two options for the non-electrified sections were being considered: coupling of an all-electric train to a diesel locomotive, or Agility Trains' proposal of electric trains with additional underfloor engines.[2][38] On 1 March 2011 the government announced it was to continue with the programme with Agility Trains as the preferred bidder together with plans to electrify the Great Western Main Line as far as Cardiff,.[26][39][40][41] The order, reduced to £4.5bn[42] was expected to be for approximately 500-600 carriages,[43] 60% hybrid and 40% electric.[44] As of December 2011 the order for the Great Western trains is expected in 2012, and the East Coast train order following in 2013.[45]

Manufacture and introduction

Trains are to be assembled at a 450,000 sq ft (42,000 m2) new build factory at Amazon Park,[note 3] in Newton Aycliffe, County Durham.[46][47]

Testing is planned to start in 2015, and trains enter service on the Great Western main line from 2016[45] in 8-carriage or 5-carriage sets. By December 2018 trains are planned to be running on the East Coast main line in 9-carriage or 5-carriage sets, including services from London Kings Cross to Cambridge.[43]

See also

References

  1. ^ Sir Andrew Foster (June 2010), "A Review of the Intercity Express Programme : Annex" (PDF), assets.dft.gov.uk, p. 27
  2. ^ a b c Philip Hammond MP (25 November 2010). "Rail Investment" (Press release). Department for Transport.
  3. ^ Foster, Sir Andrew (2010). "A Review of the Intercity Express Programme" (PDF). Specification of IEP, p.4. {{cite web}}: Unknown parameter |month= ignored (help)
  4. ^ "Train Technical Specification (TTS)" (PDF). Department for Transport. 3.1.2 Train Types, pp.12-13.
  5. ^ "Train Technical Specification (TTS) for the Intercity Express Programme" (PDF). Department for Transport. 16 November 2007.
  6. ^ "UK calls bids for Intercity Express". Railway Gazette. London. 16 November 2007. Retrieved 3 March 2011.
  7. ^ "Department for Transport announces shortlist for Intercity Express Programme". Department for Transport. 16 August 2007.
  8. ^ "Bombardier and Siemens join forces for Intercity Express Programme bid" (Press release). Siemens. 21 June 2007.
  9. ^ a b "Alstom withdraws from IEP". Railway Gazette International. London. 12 February 2008.
  10. ^ "Change to IEP short listed bidders". Department for Transport. 26 June 2008.
  11. ^ "Agility Trains to supply Super Express fleet". Railway Gazette International. London. 12 February 2009. Retrieved 12 February 2009.
  12. ^ a b "Backlash against £7.5bn Hitachi contract". www.railnews.co.uk. Stevenage. 13 February 2009.
  13. ^ Jones, Alan; Woodman, Peter (12 February 2009), "Trains jobs boost queried as Japan factory confirmed", The Independent, London, archived from the original on 15 February 2009, retrieved 5 May 2010
  14. ^ a b "Intercity Express Programme" (PDF) (Press release). Agility Trains. 12 February 2009. Retrieved 12 February 2009.
  15. ^ Johnson, R. (25 March 2009). "No answers as we step up our search for the truth over vital trains contract". Derby Evening Telegraph.
  16. ^ "Hitachi Announces Plans for the Establishment of UK Rolling Stock Assembly and Manufacturing Facility" (Press release). Hitachi. 12 February 2009.
  17. ^ "Agility Trains Announced as Preferred Bidder for Intercity Express Programme" (Press release). Hitachi. 12 February 2009.
  18. ^ Super Express Key Facts - Agility Trains
  19. ^ "Case for IEP". Agility Trains.
  20. ^ "Review of the Intercity Express Programme by Sir Andrew Foster". Department for Transport.
  21. ^ "House of Commons Hansard Written Answers for 25 Feb 2009 (pt 0021)". Hansard. Parliament of the United Kingdom. 25 February 2009. Retrieved 4 April 2009.
  22. ^ "Network rail costings make diesel Intercity Express 'redundant'". Transport Times. 2007. p. 7. {{cite news}}: Unknown parameter |month= ignored (help)
  23. ^ "Britain's Transport Infrastructure" (Press release). Department for Transport. 15 January 2009. Retrieved 16 February 2009.
  24. ^ "Network RUS: Electrification Draft for Consultation (Table 6.5)" (PDF). Network Rail. Retrieved 7 June 2009.
  25. ^ "£1bn plan to electrify rail line". BBC News. 23 July 2009.
  26. ^ a b Philip Hammond (1 March 2011). "Intercity Express and Rail Electrification" (Press release). Department for Transport. Retrieved 2 March 2011.
  27. ^ "Rolling stock: Statement by Rt Hon Lord Andrew Adonis, Secretary of State for Transport" (Press release). Department for Transport. 26 February 2010.
  28. ^ "No IEP contract before election". Railway Gazette International. London. 26 February 2010.
  29. ^ a b c Lea, Robert (27 February 2010). "Plans for new intercity fleet hit the buffers". The Times. London.
  30. ^ Arnott, Sarah (27 February 2010). "Upgraded InterCity train plan on hold until after the election". The Independent. London.
  31. ^ Milmo, Dan (26 February 2010). "Intercity trains upgrade postponed". The Guardian. London.
  32. ^ "Intercity train upgrade postponed until after election". BBC News. 26 February 2010.
  33. ^ Wright, Robert (26 February 2010). "Probe delays high-speed train decision". Financial Times. London.
  34. ^ "Rolling Stock: Statement by The Rt Hon Philip Hammond MP" (Press release). Department for Transport. 6 July 2010.
  35. ^ Wray, Richard (6 July 2010). "High-speed train funding decision delayed until October". The Guardian. London. Retrieved 7 July 2010.
  36. ^ Millward, David (6 July 2010). "Coalition mothball plans to replace Intercity 125 trains". The Daily Telegraph. London. Retrieved 7 July 2010.
  37. ^ Foster, Sir Andrew (June 2010). "A Review of the Intercity Express Programme (Annex)" (PDF). Department for Transport. pp. 20–28.
  38. ^ Philip Hammond MP (25 November 2010). "Rail Investment (oral statement)" (Press release). Department for Transport.
  39. ^ "UK sticks with plans to buy new Hitachi trains". Reuters. 1 March 2011.
  40. ^ Reeve, Ian (1 March 2011). "Newton Aycliffe wins approval for Hitachi investment". BBC News.
  41. ^ "Intercity Express and Rail Electrification". Hansard. Column 189. 1 March 2011.
  42. ^ "DFT confirms scaled back £4.5bn IEP order". Rail Technology Magazine. 2 March 2011. Retrieved 13 March 2011.
  43. ^ a b "Intercity Rail Travel Presentation". Department for Transport. 27 June 2011. Retrieved 8 September 2011.
  44. ^ "Electrification, IEP and their effects - presentation from FGW". First Great Western. 6 March 2011. Retrieved 13 March 2011.
  45. ^ a b "Intercity Express Programme". Department for Transport. Retrieved 8 September 2011.
  46. ^ "Hitachi go-ahead 'a massive boost for the North East'" (PDF), www.amazonpark.co.uk, Merchant Place Developments, 8 March 2011
  47. ^ "Agility Trains Confirm Intercity Express Programme Contract" (PDF) (Press release). Agility Trains. 1 March 2011.

Notes

  1. ^ The 'self powered' version would get power from an inbuilt power source, assumed to be a diesel engine, and the 'bi-mode' version would be able to either get power from an inbuilt power source, or be electrically powered when on an electrified part of the rail network.[3]
  2. ^ Hitachi (Japan) was the largest contributer to the Agility trains consortium (40%),[14] and significant parts of the manufacturing process including bodyshells and bogies would not be located in the UK.[12]
  3. ^ 54°35′39″N 1°35′19″W / 54.59412°N 1.588495°W / 54.59412; -1.588495 Hitachi factory, Amazon Park, Newton Aycliffe location

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