Has anyone considered the possibility that these new trains might actually be quite nice?
Of course they won't be nice, even if the solution is loco hauled as I think it should be, it is current practice that new trains have rock-hard airline seating with insufficent legroom. No, my campaign is for the enviromentally friendly option over reducing rail's green advantages.
Anyway, here's the reply I recived:
I refer to your email, dated 20 February, addressed to the Secretary of State, concerning the Intercity Express Project (IEP▸ ). This matter has been passed to me for attention. I note your considerable interest in the whole project, both from previous correspondence and your most recent communication. As someone brought up in the territory served by the Southern (Electric), I can appreciate your views towards total electrification. Indeed, the Coalition Government has already decided on the application of electrification along parts of the Great Western Main Line, with consideration being given to further extensions, as well as announcing commitments in the North West. For various practical, as well as (importantly) value for money (from the use of taxpayers^ money), there will probably always be a limitation as to the extent to which ^wiring^ can be applied. I think you might agree that the ability of a fleet of trains (bi-modes) to operate as full electric units, where wiring is available, but be capable of working independently where this was not present, has certain advantages. Not only at the extremity of inter city routes, where the capital cost of electrification cannot be justified for the volumes of business involved, but, for example, to operate over diversionary routes when the main (electrified) route is not available, due to engineering works or some other situation. I hope you will find there will be quite an improvement between the ride, sound and emissions quality of a modern bi mode train, compared with some of the rolling stock currently in use.
Government is committed to the continuation of through train services and I would suggest that, in a small number of cases, it may be necessary for a train operator to source the rolling stock separately to say the IEP fleet. We are aware of the situation you have highlighted, but it is a matter of specifying new trains which will deal with the great majority of present and importantly, future traffic levels, between major population centres.
I hope this provides a little more background information and is helpful to you. Thank you for taking the trouble to write.
My kind regards,
Tony Francis
Rail Projects Sponsor
It is interesting to note that he mentions
TOCs▸ having to source the rolling stock for some services separately, which is contradictary to the idea of ordering a single uniform fleet of bi-mode stock, even for totally wired routes, to reduce costs.
For IC▸ services with an off wire destination loco hauled push pull is by far the cheapest option. Even if you factor in buying a handful of diesel locos for the off wire part. 10 non powered coaches plus 5Mw electric loco is considerable cheaper per train than a 10 coach bi-mode .
Loco changes ought to be under 5 minutes so not a problem at places like Plymouth, Cardiff, Edinburgh, Carnforth, Leeds etc.
Exactly my opinion, though I think existing diesel locos (eg. 57s, 47s and 37s) could be used and frequent services (at least hourly, and possibly up to 2-hourly) would be easier with an
EMU▸ dragged by a diesel. Swansea should be wired up, making that the loco-swap point not Cardiff. I think you might get away with a new EMU fleet on most routes, maybe dragged off wire by diesels in a few cases, and using the existing
INTERCITY 225 fleet on Carmarthen/Pembroke/Aberdeen/Inverness (and similar) services with the loco swapping for a diesel at Swansea and Edingbourgh.
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