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→Carriages: Rephrase to "Based on diagrams published by Agility Trains and the DfT in early 2009<ref name="IEP specs"/> the intended ''Super Express'' trains are modular arrangements, made up of the following four types of vehicle:"
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| name = "Super Express"
| name = "Super Express"
| image = Hitachi Super Express rendering.jpg
| image = Hitachi Super Express rendering.jpg
| imagesize = 250px
| caption = Artist's computer rendering released in February 2009
| caption = Artist's computer rendering released in February 2009
| service = From 2013
| service = From 2013
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'''''Super Express'''''<ref>[http://www.agilitytrains.com/agilitytrains_superexpress.htm Our Super Express Train] - Agility Trains</ref> is the name given to the Hitachi multiple unit rolling stock forming the DfT's preferred option for the Intercity Express Programme. It would initially be operated on the [[Great Western Main Line]] and [[East Coast Main Line]], with maximum speed limited to {{convert|125|mph|km/h|abbr=on}}.<ref name="Modern Railways">{{cite journal |last=Ford |first=Roger |authorlink= |coauthors= |year=2009 |month=March |title=IEP - still a long way to go |journal=Modern Railways |volume= |issue= |pages=30-31 |id= |url= |accessdate=2009-03-03 |quote= }}</ref> [[Agility Trains]] stated that the trains could be upgraded "with minor modifications" to run at {{convert|140|mph|km/h|0|abbr=on}}.<ref name="IEP specs">[http://www.agilitytrains.com/assets/pdf/AT-090205-Key_Facts-Released-1_5.pdf Super Express Key Facts] - Agility Trains</ref> An in-cab-signalling system such as ERTMS would be required for this line speed.<ref>John Elphick (Agility Trains Bid Manager) speaking in the Professional Engineering Magazine, 25th February 2009, Professional Engineering Publishing</ref>
'''''Super Express'''''<ref>[http://www.agilitytrains.com/agilitytrains_superexpress.htm Our Super Express Train] - Agility Trains</ref> is the name given to the Hitachi multiple unit rolling stock forming the DfT's preferred option for the Intercity Express Programme. It would initially be operated on the [[Great Western Main Line]] and [[East Coast Main Line]], with maximum speed limited to {{convert|125|mph|km/h|abbr=on}}.<ref name="Modern Railways">{{cite journal |last=Ford |first=Roger |authorlink= |coauthors= |year=2009 |month=March |title=IEP - still a long way to go |journal=Modern Railways |volume= |issue= |pages=30-31 |id= |url= |accessdate=2009-03-03 |quote= }}</ref> [[Agility Trains]] stated that the trains could be upgraded "with minor modifications" to run at {{convert|140|mph|km/h|0|abbr=on}}.<ref name="IEP specs">[http://www.agilitytrains.com/assets/pdf/AT-090205-Key_Facts-Released-1_5.pdf Super Express Key Facts] - Agility Trains</ref> An in-cab-signalling system such as ERTMS would be required for this line speed.<ref>John Elphick (Agility Trains Bid Manager) speaking in the Professional Engineering Magazine, 25th February 2009, Professional Engineering Publishing</ref>


===Variants===
===Design and variants===
The train formation conists of end driving units, which can be either hybrid (diesel/battery) or electrically (overhead power line) powered units; both have unpowered axles, and supply the rest of the train via an electrical power bus. <!-- the article [[Distributed power]] gives the 'wrong' definition of the phrase --> The hybrid unit is 5m (21m) shorter and of steel construction, whereas the rest of the units of the train are 26m long and constructed from aluminium. The intermediate carriages use a distributed power method of providing traction, with at least 50% of the bogies powered in typical operation.<ref name="IEP specs"/>

The DfT specification required a number of different duties of the IEP. As a consequence, the ''Super Express'' would be delivered in both 5-car and 10-car formations. Depending on the version, traction power would be supplied either using 25kV AC [[OHLE]], on board diesel engines, or a combination of both ("bi-mode"). Agility Trains have mentioned five types<ref name="IEP specs"/>:
The DfT specification required a number of different duties of the IEP. As a consequence, the ''Super Express'' would be delivered in both 5-car and 10-car formations. Depending on the version, traction power would be supplied either using 25kV AC [[OHLE]], on board diesel engines, or a combination of both ("bi-mode"). Agility Trains have mentioned five types<ref name="IEP specs"/>:
*Type 1 - a 10-car [[diesel multiple unit]], divided into two sub-types:
*Type 1 - a 10-car [[diesel multiple unit]], divided into two sub-types:
Line 114: Line 117:
The 10-car trains would be the first to enter service, replacing ECML [[Intercity 125]]s from [[2013]] onwards. They would eventually replace the IC125 fleet of the ECML and GWML, together with the [[Intercity 225]] trains used for London-Edinburgh services.<ref>[http://www.railway-technology.com/projects/intercityexpress/ Intercity Express Programme, United Kingdom] - Rail Technology</ref>
The 10-car trains would be the first to enter service, replacing ECML [[Intercity 125]]s from [[2013]] onwards. They would eventually replace the IC125 fleet of the ECML and GWML, together with the [[Intercity 225]] trains used for London-Edinburgh services.<ref>[http://www.railway-technology.com/projects/intercityexpress/ Intercity Express Programme, United Kingdom] - Rail Technology</ref>


===Carriages===
Based on diagrams published by Agility Trains and the DfT in early 2009<ref name="IEP specs"/> the intended ''Super Express'' trains are modular arrangements, made up of the following four types of vehicle:
{| class="wikitable"
!align=left|Motor intermediate
|rowspan=3| 26 m ||rowspan=3| passenger carrying ||rowspan=2|Internal layout reconfigurable || 4 × powered axles
|-
!Trailer intermediate
|rowspan=3|4 × non-powered axles
|-
!align=left|Driving trailer
|1 × Pantograph and 25&nbsp;kV&nbsp;AC transformer
|-
!Driving trailer generator
| 21 m ||no passenger access ||2&nbsp;MW hybrid power-source
|}

All intermediate vehicles would carry traction power bus connections. At least half of axles in a multiple unit would be powered.


===Manufacture===
===Manufacture===
Line 141: Line 127:
===Maintenance===
===Maintenance===
New depots are planned for [[Bristol]], [[Doncaster]], [[Leeds]], [[Reading, Berkshire|Reading]] and [[West London]], and there would be upgrades to some existing facilities.<ref>{{cite web|url=http://news.bbc.co.uk/2/hi/uk_news/7885210.stm|title=New train fleet 'to boost jobs'|publisher=[[BBC News]]|date=12 February 2009}}</ref>
New depots are planned for [[Bristol]], [[Doncaster]], [[Leeds]], [[Reading, Berkshire|Reading]] and [[West London]], and there would be upgrades to some existing facilities.<ref>{{cite web|url=http://news.bbc.co.uk/2/hi/uk_news/7885210.stm|title=New train fleet 'to boost jobs'|publisher=[[BBC News]]|date=12 February 2009}}</ref>


{{A-Train}}


==References==
==References==

Revision as of 14:21, 16 March 2009

For the German high-speed train, see Intercity-Express.
File:Brsince78 photo 2444.jpg
Many British intercity trains are about thirty years old.

The Intercity Express Programme is an initiative of the United Kingdom’s Department for Transport (DfT) to procure new trains to replace the InterCity 125 and InterCity 225 fleets. On 12 February 2009, the DfT announced that Agility Trains, a consortium led by Hitachi, was the preferred bidder.[1]

History

The IEP would be available in electric, ‘self-powered’ and 'bi-mode' versions.[2] The bi-mode version would take some of its power from overhead lines where available, but would have its own power for use elsewhere. The self-powered and bi-mode versions would use a hybrid power system, similar to that trialled on a Class 43 locomotive and trailer combination.[3]

The DfT specified that it was essential that the IEP be capable of speeds of 125 miles per hour (201 km/h), and desirable that it be capable of higher speeds under electric power.[4] The specification also required 'the flexibility to operate on inter-urban and commuter routes as well as long-distance journeys'.[5]

The proportions of traction types ordered would depend on decisions regarding further electrication. In January 2009, Secretary of State for Transport Geoff Hoon stated that "the case for electrification appears strongest on the most heavily used parts of the Great Western mainline from Paddington, and the Midland mainline north of Bedford". The government would be considering proposals for electrification from Network Rail, and he would make a further statement later in the year.[6]

In late 2007, Network Rail suggested that the DfT should abandon the diesel version of the IEP. Because of emissions regulations and the minimal demand for diesel-powered high-speed trains abroad, it would be cheaper to electrify the lines on which the IEP would operate (the Great Western and Midland main lines, and infill electrification on the Cross Country Route) than to buy new diesel trains.[7]

Timeline

  • 16 November 2007 - Invitation to Tender
  • Summer 2008 - Proposals to be received from bidders
  • April 2009 - Contracts signed[8]
  • 2013 - Pre-series train running
  • 2014 - Fleet introduction

Procurement process

On 16 November 2007 the Department for Transport issued its IEP Invitation to Tender to three shortlisted entities:[9]

On 26 June 2008, four days before the end of the bidding process, it was announced that Barclays Private Equity had re-entered the project, as a partner of Hitachi and John Laing, in Agility Trains Ltd.[10] On 12 February 2009, the Government announced that Agility was the preferred bidder for a train supply contract worth £7.5bn.[1] Hitachi 'Super Express' trains, supplied in five and ten vehicle multiple units, would first run in 2013 on the East Coast Main Line, with 1,400 coaches in service by the end of 2018.[3]

Hitachi Super Express

"Super Express"
File:Hitachi Super Express rendering.jpg
Artist's computer rendering released in February 2009
In serviceFrom 2013
ManufacturerHitachi Ltd.
Formation5/10 cars per trainset
Lines servedEast Coast Main Line, Great Western Main Line
Specifications
Car body constructionSteel (Power Cars) Aluminium (Trailer Vehicles)
Car length26 metres (85 ft) (electric power car, trailer); 21 metres (69 ft) (diesel power car)
Width2.7 metres (8.9 ft)
Maximum speed125 mph (201 km/h) [140 mph (225 km/h) with minor modifications]
Weight412 tonnes (10-car electric)
UIC classification2'2'+Bo'Bo'+2'2'+Bo'Bo'+2'2'+Bo'Bo'+2'2'+Bo'Bo'+Bo'Bo'+2'2'
2'2'+Bo'Bo'+Bo'Bo'+Bo'Bo'+2'2'
Track gauge1,435 mm (4 ft 8+1⁄2 in)

Super Express[11] is the name given to the Hitachi multiple unit rolling stock forming the DfT's preferred option for the Intercity Express Programme. It would initially be operated on the Great Western Main Line and East Coast Main Line, with maximum speed limited to 125 mph (201 km/h).[12] Agility Trains stated that the trains could be upgraded "with minor modifications" to run at 140 mph (225 km/h).[13] An in-cab-signalling system such as ERTMS would be required for this line speed.[14]

Design and variants

The train formation conists of end driving units, which can be either hybrid (diesel/battery) or electrically (overhead power line) powered units; both have unpowered axles, and supply the rest of the train via an electrical power bus. The hybrid unit is 5m (21m) shorter and of steel construction, whereas the rest of the units of the train are 26m long and constructed from aluminium. The intermediate carriages use a distributed power method of providing traction, with at least 50% of the bogies powered in typical operation.[13]

The DfT specification required a number of different duties of the IEP. As a consequence, the Super Express would be delivered in both 5-car and 10-car formations. Depending on the version, traction power would be supplied either using 25kV AC OHLE, on board diesel engines, or a combination of both ("bi-mode"). Agility Trains have mentioned five types[13]:

  • Type 1 - a 10-car diesel multiple unit, divided into two 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.

Deployment

The 5-car trains are planned for use on commuter services from London on the ECML and GWML, with the option of their also being deployed on the southern section of the West Coast Main Line.[12] Other deployments would be London King's Cross to King's Lynn and Cambridge, using Type 3s,[15] and commuter routes in the Thames Valley from London Paddington.

The 10-car trains would be the first to enter service, replacing ECML Intercity 125s from 2013 onwards. They would eventually replace the IC125 fleet of the ECML and GWML, together with the Intercity 225 trains used for London-Edinburgh services.[16]


Manufacture

Agility's intention is to build the first 70 carriages in Japan and then construct the body shells in Japan and ship them to the UK. A new factory employing 200-500 workers would be established in the UK to complete the trains.[17][18]

On hearing that Agility Trains was the preferred bidder, Bob Crow, the Rail, Maritime and Transport Union's general secretary, said: "The Department for Transport has not answered the basic question of whether these trains will be manufactured in Britain or simply assembled here. If Japan can manage to ensure the high-speed fleet that operates on its own railways are manufactured entirely at home, there is no earthly reason why Britain cannot either."

Following a meeting on 24 February 2009 with Stephen Gomersall, Hitachi’s 'chief executive for Europe', Bob Rixham, National Officer for Railways for Unite, stated that the Agility IEP could "be the start of the renaissance of train manufacturing in the UK", and "Hitachi could become a major player serving the UK and also serving demand in the rest of Europe".[18]

Maintenance

New depots are planned for Bristol, Doncaster, Leeds, Reading and West London, and there would be upgrades to some existing facilities.[19]

References

  1. ^ a b "Agility Trains to supply Super Express fleet". Railway Gazette International. 12 February 2009. Retrieved 12 February 2009.
  2. ^ "Bombardier and Siemens join forces for Intercity Express Programme BID". UNIFE Express. 21 June 2007.
  3. ^ a b "Press Release - Intercity Express Programme" (PDF). Agility Trains. 12 February 2009. Retrieved 12 February 2009.
  4. ^ "Train Technical Specification (TTS) for the Intercity Express Programme" (PDF). Department for Transport. 16 November 2007.
  5. ^ "UK calls bids for Intercity Express". Railway Gazette. 2007-11-16.
  6. ^ "Britain's Transport Infrastructure". Department for Transport. 15 January 2009. Retrieved 16 February 2009.
  7. ^ "Network rail costings make diesel Intercity Express 'redundant'". Transport Times. December 2007. p. 7.
  8. ^ Express Rail Alliance FAQs
  9. ^ "Department for Transport announces shortlist for Intercity Express Programme". Department for Transport. 16 August 2007.
  10. ^ "Change to IEP short listed bidders". Department for Transport. 26 June 2008.
  11. ^ Our Super Express Train - Agility Trains
  12. ^ a b Ford, Roger (2009). "IEP - still a long way to go". Modern Railways: 30–31. {{cite journal}}: |access-date= requires |url= (help); Cite has empty unknown parameter: |coauthors= (help); Unknown parameter |month= ignored (help)
  13. ^ a b c Super Express Key Facts - Agility Trains
  14. ^ John Elphick (Agility Trains Bid Manager) speaking in the Professional Engineering Magazine, 25th February 2009, Professional Engineering Publishing
  15. ^ Britain selects Hitachi to supply intercity train fleet - International Railway Journal Late News Archive, 12/02/09
  16. ^ Intercity Express Programme, United Kingdom - Rail Technology
  17. ^ David Millward (13 February 2009). "Row as Japan-led consortium wins £7.5 billion train contract". The Daily Telegraph. Retrieved 13 February 2009.
  18. ^ a b <cite web|url=http://www.railnews.co.uk/news/business/2009/03/03-hitachi-expansion.html%7Ctitle=Hitachi bid ‘could be start of UK train-building renaissance’|publisher=Railnews|date=2009-03-03}}
  19. ^ "New train fleet 'to boost jobs'". BBC News. 12 February 2009.
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