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Are we going to have to find another name for these rather than IEP? as the 'P' stands for 'Project'?

 

Any suggestions?

 

They have never been called IEP's. That's a term that's been inappropriately used as a colloquialism by lazy journalists and trainspotters.

 

The P stands for Programme.

A programme to specify, procure and introduce into service a standard class of intercity express train. 

Precisely like BR had standard class passenger carriages (Mk1, 2 & 3).

However, the IEP isn't just concerned with the trains, it covers the infrastructure changes and improvements required to introduce the new 26m trains.

So the IEP is gauge enhancing and platform lengthening and the new depots are part of the IEP too.

 

As Edwin says, the train that has been selected under the IEP, is Hitachi's Super Express Train ( known as the SET).

It's a development of their AT300 A-Train family, just like the Class 395 Javelin.

A number of NR documents refer to the introduction of the SET (e.g. the recent Western route study).

 

The official TOPS name, as we know, is Class 800 series (800 & 801).

Do you need another name?

 

 

More importantly, who will be producing the first Bi-Mode sound decoder for the RTR model. Switchable between diesel and electric sounds. 

There's a real challenge !!!!

 

 

 

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They have never been called

 

More importantly, who will be producing the first Bi-Mode sound decoder for the RTR model. Switchable between diesel and electric sounds. 

There's a real challenge !!!!

 

 

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I guess you will have to raise the floors in the IEP model coaches in order to fit a Bi-Mode sound decoder!

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What a sad state of affairs that we have gone from exporting locomotives around the world to now, where because of a complete lack of skills, we have to import from Japan.

 

If they were to be a higher quality product, is it a "sad state of affairs"?

Hypothetically speaking of course.

 

Rather than a "lack of skills, I'd say that it was because of a lack of a competitive rail manufacturing industry.

Blame the closed world of BR and its internal procurement and manufacturing for that.

Nationalised train manufacturing ultimately led to the end of the British train manufacturing industry.

 

Except that it's not entirely dead yet.

Canadian Bombardier are still using Derby and the Hitachi Newton Aycliffe production facility holds the prospect of success, if further orders can be won.

 

 

Not at all directly comparable, but we once had horribly inefficient and loss making car manufacturers like BL and Chrysler in Coventry, but now we have successful state of the art car production plants in Swindon (Honda), Sunderland (Nissan) and Burnaston (Toyota) in their place. Which do you prefer?

Not to forget the success stories of the modern versions of Mini (BMW) at Cowley and Indian owned Jaguar Land Rover (Tata).

Have "we" lost the skills to make cars?

 

 

 

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Rather than a "lack of skills, I'd say that it was because of a lack of a competitive rail manufacturing industry.

Blame the closed world of BR and its internal procurement and manufacturing for that.

Nationalised train manufacturing ultimately led to the end of the British train manufacturing industry.

 

Except that it's not entirely dead yet.

Canadian Bombardier are still using Derby and the Hitachi Newton Aycliffe production facility holds the prospect of success, if further orders can be won.

 

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The loss of most of our train building industry was down to a lot more than BR alas.  Much of it was due to the ever-shrinking domestic market, some of it was due to the loss of a 'tied-market' in the form of the empire, and some of it was down to an abject failure to move with the times in the international market place (although aided by a the shrinking domestic market.  An ultimately stop-go procurement in the national rail industry killed much of what was left.  Interestingly the British signalling equipment industry - fed by ongoing modernisation throughout the later BR era - thrived and developed and still sold kit overseas, which perhaps showed how a good home market can be beneficial (until Railtrack procurement ideas came along).

 

And as far as Newton Aycliffe is concerned information locally is suggesting that the 'if' might be becoming a somewhat larger 'IF' although I'm not sure why.  A number of ideas are reportedly underway on wider issues in connection with Hitachi and the Class 80X trains which might at least be positive for that part of the world if they come to pass (but which don't affect the number ordered or where they will be built).

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.....And as far as Newton Aycliffe is concerned information locally is suggesting that the 'if' might be becoming a somewhat larger 'IF' although I'm not sure why.  A number of ideas are reportedly underway on wider issues in connection with Hitachi and the Class 80X trains which might at least be positive for that part of the world if they come to pass (but which don't affect the number ordered or where they will be built).

 

Don't forget that Hitachi have already won the Scotrail order for new AT200 EMU's, which will also be built there.

There's also the prospect of winning further orders for new EMU's in the UK and trains for HS2, plus the EU consists of 22 states and not just the train manufacturing countries of Germany, France, Spain, Italy and Belgium.

Eurozone crisis and the recession notwithstanding, there's a huge potential market right on our doorstep.

 

 

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Blame the closed world of BR and its internal procurement and manufacturing for that.

Nationalised train manufacturing ultimately led to the end of the British train manufacturing industry.

 

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Who do you blame for the closure of the BR Research and Development department then. The closed 'world' of BR as well?

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From an Intercity Express Programme newsletter (Feb 2015).....

 

 

Network Rail Testing Update

       

Once the first pre-series Class 800 train arrives in Southampton, it will be hauled by road to Old Dalby for testing on the closed circuit there, before it undertakes night-time testing on the East Coast Main Line (ECML). 

 

As part of this programme, Hitachi Rail Europe is planning to undertake testing of the new trains on the ECML (see map).

 

This area of test running is being managed within a Signalled Protection Zone (SPZ) which is a designated area of operational network on which nothing else will be allowed access during the test running hours.
The testing will take place between April and December 2015.  Over this time there will be approximately 21 weeks of testing (excluding access for maintenance). The testing within the SPZ will be run in steady increments up to line speed (and beyond), with each testing monitored in real time by specialist technical personnel on the train.

 

This location has been chosen as there are a number of diversionary routes to enable traffic to operate, namely the Stamford lines and GN/GE. It is also close to the test track at Melton Mowbray.
The train will be fitted with an array of sensors, cameras and computers checking every aspect of its performance.

 

[Link to map].... NRtestingmap.185447.bmp

 

 

N.b. The first pre-series train is due to arrive at Southampton Docks during March. A ceremony will be held at the Docks to mark the arrival.

 

 

 

 

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When it comes to names I expect Stagevirgin will want to give the East Coast units some sort of unique brand name, probably something Japanese (mind you, according to Google Translate, if you translate "inter city express" into Japanese it comes out "Intāshitiekusupuresu" which might not be first on the ad-men's list of options) or tied in with some other Virgin flummery, but for the rest of the world, given the Germans almost certainly "borrowed" the Intercity brand from the UK in 1971, perhaps we should shoplift their Intercity Express (ICE) branding from them for the new trains.  Again, plenty of adverbowlucks opportunities with a catchy acronym like ICE.

 

Calling them "800s" or "801s" makes them sound like a dull French people carrier or a round the shacks bus route.

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When it comes to names I expect Stagevirgin will want to give the East Coast units some sort of unique brand name, probably something Japanese (mind you, according to Google Translate, if you translate "inter city express" into Japanese it comes out "Intāshitiekusupuresu" which might not be first on the ad-men's list of options) or tied in with some other Virgin flummery, but for the rest of the world, given the Germans almost certainly "borrowed" the Intercity brand from the UK in 1971, perhaps we should shoplift their Intercity Express (ICE) branding from them for the new trains.  Again, plenty of adverbowlucks opportunities with a catchy acronym like ICE.

 

Calling them "800s" or "801s" makes them sound like a dull French people carrier or a round the shacks bus route.

I am sure that SouterBeard Rail wil capitalise/ spin the benefits of having the Japanese trains with all sorts of promotions/ revenue upsell opportunities!

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From an Intercity Express Programme newsletter (Feb 2015).....

 

 

Network Rail Testing Update

       

Once the first pre-series Class 800 train arrives in Southampton, it will be hauled by road to Old Dalby for testing on the closed circuit there, before it undertakes night-time testing on the East Coast Main Line (ECML). 

 

As part of this programme, Hitachi Rail Europe is planning to undertake testing of the new trains on the ECML (see map).

 

This area of test running is being managed within a Signalled Protection Zone (SPZ) which is a designated area of operational network on which nothing else will be allowed access during the test running hours.

The testing will take place between April and December 2015.  Over this time there will be approximately 21 weeks of testing (excluding access for maintenance). The testing within the SPZ will be run in steady increments up to line speed (and beyond), with each testing monitored in real time by specialist technical personnel on the train.

 

This location has been chosen as there are a number of diversionary routes to enable traffic to operate, namely the Stamford lines and GN/GE. It is also close to the test track at Melton Mowbray.

The train will be fitted with an array of sensors, cameras and computers checking every aspect of its performance.

 

[Link to map].... NRtestingmap.185447.bmp

 

 

N.b. The first pre-series train is due to arrive at Southampton Docks during March. A ceremony will be held at the Docks to mark the arrival..

I hope they don't really think Old Dalby is a circuit, or they'll get a nasty shock when they go past Plumtree.  The polystyrene train arrestor isn't there any more either...

 

That map is a masterpiece of non-information, consisting of the local rail network with some random yellow blobs.  From the text I assume they mean somewhere in the Grantham area. 

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Calling them "800s" or "801s" makes them sound like a dull French people carrier or a round the shacks bus route.

Or a mildly annoying telephone enquiry line...

 

With some random yellow blobs.

 

Tunnels?

 

I thought they are also doing the GWML between Reading and Didcot Parkway as well

 

This way they can start testing earlier...

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This way they can start testing earlier...

Agree - Testing was originally scheduled to take place between Reading and Didcot in September this year - presumably on electric power - but I think that might now be cutting things a bit fine although the signalling will be done by then.

 

As it is to be carried out within an SPZ the testing on the ECML will no doubt be largely interference stuff (and possibly riding) but I suspect over-speed will be limited by the ECML ohle (hence no doubt the earlier plan to test on the GWML which would allow higher speeds for overspeed tests if needed).  They might also be doing pantograph trials although the ECML is not the ideal place if they intend to run with two pans raised as the contact wire in Mk3 overhead oscillates considerably after a pan has passed at speed (which is Eurostar sets were speed restricted as there was risk of the trailing pan de-wiring).

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Tunnels?

They seem to be in the right places for the tunnels around Grantham. 

 

I'm guessing that the test running will be done between 01:00 and 05:00 when there's not much running on that bit of the ECML.

 

The testing within the SPZ will be run in steady increments up to line speed (and beyond), with each testing monitored in real time by specialist technical personnel on the train.

 

Is that bit of the ECML still signalled for 140mph running under certain conditions? I remember a non-stop Stevenage - Grantham run in 38 minutes back in the late 1990s.

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