Category:Proposed British rail vehicles
Pages in category "Proposed British rail vehicles"
The following 10 pages are in this category, out of 10 total. This list may not reflect recent changes (learn more).
The following 10 pages are in this category, out of 10 total. This list may not reflect recent changes (learn more).
1. Aventra – Aventra is a British family of electric multiple-unit passenger trains designed by Bombardier as a successor to the Electrostar EMUs. The train has been designed to be lighter and more efficient and it will have lightweight all-welded bodies, wide gangways and doors to shorten boarding times in stations, and ERTMS. The design incorporates FlexxEco bogies which have used in service on Voyagers. The gangway is designed to allow use of the interior space. London Overground has ordered 45 4-car trains similar to those used for Crossrail. They will replace British Rail Classes 315,317 and 172 on London Overground Lea Valley, the new AVENTRA commuter train on YouTube
2. British Rail Class 800 – The Class 800 Super Express is a type of electro-diesel train to be used in the United Kingdom, based on the Hitachi A-train design. They are to be built by Hitachi from 2015, the first units will be delivered for the Great Western Main Line, beginning service there in July 2017 and on the East Coast Main Line from 2018. These trains will be built at Hitachis purpose-built facility at Newton Aycliffe, the train specification requires that this changeover can occur at line speed. The trains can be converted to operation by removal of the diesel engines. A total of 80 sets will be constructed, with 36 five-car and 21 nine-car units intended for operation with Great Western Railway, in March 2016, Virgin Trains East Coast announced that its Intercity Express Programme trains would carry the brand name Azuma, the Japanese word for East. In June 2016, Great Western Railway announced that its IEP trains would be known as Intercity Express Trains, in July 2016, it was announced that GWRs intended fleet of Class 801s were to be converted from pure EMUs to bi-mode units due to delays in the electrification. Subsequently these were reclassified as Class 800/3, the original 1.35 m3 fuel tanks will also be replaced with larger 1.55 m3 tanks. On 30 June 2016, GWRs test IEP ran from Reading to London Paddington carrying invited dignitaries, the GWR units will enter service from July 2017. British Rail Class 395 British Rail Class 801 British Rail Class 802 British Rail Class 390 British Rail Class 373 Official Website, Hitachi IEPTrain. co. uk
3. British Rail Class 801 – The Class 801 Super Express is the electric multiple unit variant of the Hitachi Super Express, based on the Hitachi A-train, high-speed trains to be used in the United Kingdom. They are being built by Hitachi from 2015, the first units were planned to be delivered for the Great Western Main Line, commencing service in 2017. These trains will be built at Hitachis purpose built facility at Newton Aycliffe, the Class 801 units were designed as electric multiple units. As a consequence, Class 801 units will be used exclusively on the ECML, British Rail Class 395 British Rail Class 800 British Rail Class 802 Official Website, Hitachi
4. British Rail Class 802 – The type will be used initially on the Great Western Main Line, running from London to Plymouth and Penzance along with the HSTs. In mid 2015, First Great Western announced that it had secured the procurement of 173 new rail vehicles from Hitachi Rail, at the time, FGW was beginning the process of introducing a brand new fleet of intercity trains as part of the Governments Intercity Express Programme. This project involved the procurement of both wholly electric units, and bi-mode trains, capable of running either using OHLE or on-board diesel traction and these trains were intended to replace the existing High Speed Trains following the electrification of the Great Western Main Line. However, electrification will only go as far as Bristol, with the route beyond requiring diesel traction, the purchase of 173 additional vehicles was with the intention that these new bi-mode trains, similar to the Class 800s, would be used on services into Devon and Cornwall. These new trains would consist of 22 five-car and seven nine-car units, the option for a further 150 vehicles would be formed into another 30 five-car units. Initially, owing to Hitachis facility at Newton Aycliffe in County Durham being at capacity, however, following Hitachis purchase of the Italian train manufacturer AnsaldoBreda, construction was moved to Hitachis Pistoia plant. In September 2015, Hull Trains announced that they would be procuring up to five new 5-car bi-mode units from Hitachi. In its access application, the stated that, for route clearance purposes, its planned units would be identical to the Class 800/801 units. In August 2016, GWR announced that it was procuring an additional seven 9-car Class 802 sets to add to the 29 units already procured, British Rail Class 395 British Rail Class 800 British Rail Class 801
5. Intercity Express Programme – There are to be two variants, the Class 800, which are electric/diesel-electric hybrids, and the Class 801, which are electric only. On 12 February 2009, the DfT announced that Agility Trains, finally the decision was taken in March 2011 to proceed with the procurement and to electrify the Great Western Main Line. A £1.2 billion option for a further 30 nine-car electric trains to replace the Intercity 225 on the East Coast Main Line was taken up on 18 July 2013, financial close on the second phase was reached in April 2014. Assembly of the series of the trains is to take place at a new factory in Newton Aycliffe. The programme to procure a replacement for the Intercity 125 fleet was launched by the Department of Transport in 2005, initial estimates were for an order of between 500 and 2,000 vehicles. The initial official train specifications for the tender were published in November 2007, three versions of train were asked for, electrically powered via 25kV AC50 Hz overhead line, a self-powered version, and a bi-mode version. The maximum allowed train length was 312 m, the minimum approximately 130 m, trainsets were to be available in half-length, full-length, or intermediate-length versions, with the ability to lengthen and shorten trains in a time which would minimise that spent out of service. Bi-mode trains were required to be able to switch power sources both whilst stationary and at speed. AWS, TPWS signalling was to be fitted dependent on route as well as ETCS Level 2 equipment. The trains were to be used on the ECML and GWML, with use on the southern part of the West Coast Mainline, the Fen Line. The maximum weight of a train was 362 tonnes,385 tonnes and 392 tonnes. The minimum top speed was 125 mph, with an acceleration for all subtypes in both full- and half-length formations of over 0.575 m/s2 from starting to over 50 km/h. Mean distances between failure were expected to be better than 60,000 miles and 30,000 miles. In November 2007 a contract award was expected in late 2008 or early 2009, with service beginning in 2012. The first tranche was expected to be for approximately 850 vehicles, the decision was criticised for not awarding the contract to the Bombardier/Siemens offer which was expected to have resulted in work for Bombardiers Derby factory. The DfT was also accused of spin in describing the Agility trains consortium as a British led consortium, for the specific units, see British Rail Class 800 and British Rail Class 801 The preferred bidder, Agility Trains, offered a design named the Hitachi Super Express Train. Agility Trains claimed that the designs included a reduction in weight of the train of 15-40% per seat. The trains were to be supplied with either 5 or 10 coaches, with each coach being 26 m long,3 m longer than British Rail Mk3, assembly of the trains was to take place in the UK, using Japanese-built bodyshells, with a new factory being established
6. InterCity 250 – InterCity 250 was the name of a proposed rolling stock, track and signalling upgrade project on the West Coast Main Line by British Rail in the early 1990s. The InterCity 250 train would have consisted of a Class 93 electric locomotive, nine Mark 5 coaches, the project was cancelled by British Rail in July 1992 before production could begin. In 1985, work began to electrify the East Coast Main Line. This project, which saw the line fitted with overhead wires between London Kings Cross and Edinburgh, took five years to complete, upon the completion of the ECML project, British Rail turned to the West Coast Main Line. This had been electrified in stages over a fifteen-year period between 1959 and 1974. In order to achieve the standards as the ECML, major upgrade work of the track, signalling, OLE. The project reached the stage, with the introduction of three Class 370 electric multiple units into passenger service in 1981. However, initial failures of the technology led to them being withdrawn. They were then used from 1984 to 1986 as test trains for researching the technologies, in November 1990, after several years of internal evaluation and development of business and technical specifications, British Rail announced the InterCity 250 project. This would address the problems on the WCML through the delivery of new rolling stock, the proposal came at a time when journey time improvements on the West Coast Main Line were needed to increase revenue and improve InterCitys profitability. Increase of the maximum cant on curves from six to eight degrees following research into seated passenger comfort on the Midland Main Line during the 1980s. Improved track quality and potential active suspension fitted to the Mark 5 coaches to improve passenger comfort, resignalling of the West Coast Main Line between London and Crewe incorporating Automatic Train Protection - then under development by British Rail - to deliver operating speeds in excess of 125 mph. 30 new non-tilting train sets capable of up to 155 mph, in 1993 it was suggested that the InterCity 250 could provide a suitable specification for future replacement rolling stock on both the Great Western and East Coast Main Lines. In total the project was valued at around £750 million, with each IC250 formation estimated to cost £10 million. Due to the impact of the 1990s recession rolling stock orders placed by other sectors of British Rail led to a shortage of funding which saw many projects suspended or scrapped. Together with the privatisation of British Rail this led to the InterCity 250 project being abandoned in July 1992. Existing operations by Class 86/87/90 and Mk2/3 stock would have been cascaded onto non-express services, the bid by BR was also hampered by a lack of available manufacturers, as Metro-Cammell and BREL were by that time heavily committed to production of the Class 365/465/466 Networker units. Although InterCity 250 was cancelled, the improvements to the WCML were still required and were campaigned for by the West Coast Rail 250 pressure group
7. Polaris (train) – The Polaris was a design of locomotive-hauled train designed in concept form by CSRE Ltd. The train was inspired by the British Rail InterCity 125, and was intended to have a top speed of 140 mph, the loco hauled trains would have had two power cars and been compatible with British Rail Mark 3 coaches. The power cars would have either been Diesel electric, electric and electro-diesel, CSRE also proposed an Electric multiple unit type of Polaris called the Polaris E. The Polaris concept will now not be taken to market, according to the Managing Director of CSRE, David Shipley, there was interest from a number of train operating companies, and the Polaris were planned to be operating in the UK by 2012. This will now be no longer happening, alliance Rail Holdings, an open access operator, aimed to use 17 Polaris trainsets on a number of services starting in late 2013, although the deal was not finalised. Intercity Express Programme InterCity 125 Class 390 Pendolino Class 395 Javelin
8. Siemens Velaro – Siemens Velaro is a family of high-speed EMU trains used in Germany, Belgium, the Netherlands, Spain, China, Russia and Turkey. In the future these trains are also to be used in Great Britain, the Velaro is based on the ICE 3M/F high-speed trains manufactured by Siemens for Deutsche Bahn. Deutsche Bahn were the first to order Siemens high speed trains, the Deutsche Bahn ordered 13 of these units in 1994, the NS four units. The trains were delivered in 1999 for service, the trains were labelled and marketed as the Velaro by their manufacturer, Siemens. Siemens developed its Siemens Velaro based on the ICE 3M/F, Spains RENFE was the first to order Velaro trains, known as Velaro E, for their AVE network. Wider versions were ordered by China for the Beijing-Tianjin high-speed rail and Russia for the Moscow–Saint Petersburg, since December 2013, the latest generation, Velaro D has been running in its home country, Germany. In July 2006 a Siemens Velaro train-set reached 403.7 km/h, at that time, this was the world record for railed and unmodified commercial service trainsets. The Velaro is a development of the ICE3 family of high-speed EMUs built for Deutsche Bahn. Types are the ICE3 for domestic ICE service and ICE 3M, the ICE 3M can run on four different railway electrification systems in use on Europes main lines and supports various train security systems. Deutsche Bahn ordered 13 of these units in 1994, the NS four designed to run between the German and Dutch rail networks, the latter trains carry NS logos but DB and NS operate the trains together as a pool. As of 2007, six modified trains designated ICE3 MF, on the French LGV Est, these trains run at a top speed of 320 km/h. Velaro E is a Spanish version of the Velaro family, in 2001, RENFE ordered sixteen Velaros designated AVE Class 103. The order was increased to a total of 26 trains. The trains serve the 621 km Barcelona–Madrid line at speeds up to 310 km/h for a time of 2 hrs 30 mins. The first units were delivered in July 2005 and completed their first test runs in January 2006, on 15 July 2006, a train achieved a top speed of 403.7 km/h between Guadalajara and Calatayud on the Madrid–Zaragoza line. This is a Spanish record for railed vehicles, Velaro CRH3C is a Chinese version of the Velaro. In November 2005, China ordered 60 trains for the Beijing–Tianjin Intercity Railway, the eight-car trains are very similar to Spains Velaro E, but 300 mm wider to fit in almost 50% more seats in a 2 plus 3 layout. In the CRH3C version, a 200-metre-long Velaro train will seat 600 passengers and these trains were manufactured jointly by Siemens in Germany and CNR Tangshan in China