We’ve all seen and
heard a lot about new trains since Greater Anglia were awarded the
franchise for the east a year ago and I’ve been lucky enough to see
mock up versions of carriages from both Bombardier (Essex and
commuter services) and Stadler (Intercity, and regional services). At
the time of viewing lots of feedback was taken and an impressive
amount of this from seating to sockets and bikes to bins has all been
incorporated into the final designs.
This week I had the
privilege to join a small group of community rail, local business
leaders and other stakeholders from the region on a tour of the
Stadler manufacturing base just outside Zurich to see how the new
fleet of Flirt vehicles are progressing. The sums are vast with the
new franchise bringing an unprecedented £1.4billion investment on
over 1000 new carriages, with Swiss manufacturer Stadler building 378
to include 10 new 12 carriage intercity trains, 24 new 4 carriage and
14 3 carriage bi-mode regional trains resulting in a completely new
fleet.
As I travelled on the
first part of my journey to Switzerland from Suffolk I was grateful
to be travelling on a recently refurbished Class 170 as opposed to a
158 or 156 and this did make me wonder just what would an entirely
new train fleet bring? East Anglia has not to my knowledge ever had
an entirely new fleet, the existing ones are up to 30 years old and
even substituted in some locations with 50 year old loco hauled
traction. The promise of ‘Jam Tomorrow’ seemed relevant in some
way but if you’ve been stuck in a packed, single car unit on a hot
day the concept of an entirely new regional fleet for the first time
ever would understandably be met with some scepticism.
After a superb flight
with Swiss Air from London City Airport (other airports and operators
are available!) we enjoyed a brief journey on a double deck train –
a first for some, followed by an equally unique modern trolley bus
journey, eventually reaching our base on the outskirts of Zurich.
We were made extremely
welcome by the team at Stadler, the new fleet for the east will be
their first foray into the UK market with the exception of trams and
stock for the Glasgow underground therefore it is obvious that a lot
is riding on this project, both for them and Greater Anglia. It is
easy to be sceptical about promises in the railway, the industry is
often hamstrung by regulation, bureaucracy and the management and
operation of the very infrastructure needed to operate the tracks.
Sadly some people are often quick to criticise and some fear new
technology and innovation. Therefore with as much of an open mind as
I could muster, I joined the tour of the Stadler manufacturing and
testing facilities, a few miles from Zurich.
Our visit began with a
by now somewhat over familiar presentation by Greater Anglia,
featuring information and graphics about their new trains and how
they will transform the service – this is key to how they won the
franchise and they are rightfully proud and excited about their
ambition but to many of the public only seeing will be believing.
The factory was akin to
a big West End show – as the the tour progressed we saw almost
every element of production building up to to an impressive finale
and unlike many shows this production certainly lived up to the hype.
We started with a look
at the way in which the units are built, aluminium is cut, shaped and
strengthened to form the body, not wishing to over simplify the
process, a mix of manual labour combined with laser cutting and
welding forms the shape of the FLIRT units which although in
production for European markets for some years, have had to be
re-modelled to fit with the UK’s slightly thinner gauging.
After initial
assembly, door and window apertures are cut by laser
At this point I should
declare I am not in any way an expert on trains, their design or
manufacture and therefore just reporting on my interpretation of the
process not necessarily the precise procedures involved. Once the
shell is formed to include floors, walls and roof, the apertures for
windows and doors are cut by laser and then finished by hand. Then
the first of several processes to paint the vehicle takes place.
Taking shape –
intercity sets have more white livery at the front with three &
four car sets more grey
In a separate factory
the wheels or bogies on which the cars sit are manufactured (I did
say I’m not an expert therefore I’m hoping the photos here and
throughout will give a better insight into the process!).
Wheel set on
which the units sit
As we toured the huge
multi level, rurally located Stadler plant it did occur to me that it
was like a railway version of Willy Wonka’s Chocolate Factory with
each floor bringing an even more impressive insight into their
technically innovative processes, it was also immaculate – not the
type of railway engineering works I’d imagined nor seen before.
Soon we had our first
glimpse of a completed body, with the windows – designed to be as
big as possible being placed into position. From what I could see
they are not set within a riveted frame and therefore unlikely to
rattle when a unit exceeds 30mph - but are designed to allow
replacement without a complicated, time consuming process.
Glazing being
installed
The trains we will see
throughout Norfolk and Suffolk are to be powered by electricity on
the mainline services (Norwich – Ipswich – London) and these will
be twelve car length Electric Multiple Units (EMU’s). The services
currently running on branch lines which do not have overhead wires
are Diesel Multiple Units (DMU’s), however the new stock will
feature combined diesel and electric power with a diesel power car
unit within the train added.
First look at a
bi-mode unit diesel power car
These power car units
have four impressive V8 engines enabling services that could run from
Lowestoft to London to be powered by diesel between Lowestoft and
Ipswich switching to electric traction for the journey southward into
London. The same principle will work between Norwich and Cambridge -
Stansted Airport too.
V8 Engine
For most regional
services in Norfolk three car units (plus power car) will be used
with the East Suffolk Line amongst routes having three and four car
(plus power car) units. Trains can also be coupled together to form
longer sets although it will be unlikely and not practical to change
the specific length of the new stock (such as taking out or adding a
carriage) hence the specific order and manufacture of three and four
car sets. During our visit we saw these V8 engine power car units
assembled for the first time. I understand that as technology moves
forward these could even be adapted to run on other fuel sources too.
Inside the power
car
As we proceeded on our
tour we gained our first glimpse of how the units connect together,
how a corridor exists inside the power car to enable movement
throughout the train and how the units maximise space by not
contracting into a thin shape as they join each other.
The red, white and grey
livery looks very smart and will certainly have great impact when the
units begin to arrive in our region from mid 2019, although some
units are nearly complete, rigorous testing and commissioning will
need to be undertaken.
The technology we will
enjoy for the first time on rural services includes air conditioning,
accessible toilets (for the first time all of the units working the
region will have a system preventing effluent discharge onto the
tracks), plug and USB sockets, CCTV, electronic information displays,
indeed the list goes on, and all of this includes lots of wiring and
computer technology. Each unit will also feature a black box recorder
similar to aircraft and space has been created to install an onboard
digital signalling system once this becomes standard in the UK. The
completed trains will also be longer, therefore the doors are
situated nearer the middle of the carriage and are twice the width to
allow better access.
Computer
equipment for installation includes a black box recorder
The train units are
lower too and early indications show that over 75% of stations will
allow flat floor access onto the train with an automatic platform
which comes out from the train to bridge any gap. Of course some
stations may need modest modification to maximise access points and
with the trains being longer, the positioning of doors nearer to the
centre of the units will mean none or only moderate changes to
platform length at most stations. The trains will also have sensors
fitted connected to GPS to enable selective door opening should a
unit exceed the length or stop in the wrong position.
Units are coupled
together using these elements in a process which requires lifting one
on to the other
View of the more
centrally located carriage doors
The drivers cab is
equally impressive – with great visibility too. I’ve often
wondered just how much vision a driver gets in a 158 or 156 but when
in control of this new technology I’m sure they’ll feel like they
are in charge of something that combines the Starship Enterprise with
an ocean going liner!
Drivers cab view
After a further look
around we glimpsed a new fleet of narrow gauge trains for Austria, a
number of trams in production and were impressed by an internal stock
control system based on weight which ensured every component required
from bolts to electrical fittings were automatically re-ordered thus
saving time and delays awaiting new components.
After an opportunity to
question the design team, it was off to another Stadler facility
nearby where we got to see the full majesty of these new units with
the power car unit in situ and an idea of just how bright and
spacious the inside will be. An external yellow panel will also be
added below the cab window to assist visibility. The liveries for the
intercity and regional fleet have a subtle difference with more white
at the cab end on intercity and grey on the three and four car units.
The actual fitting out
of the units with seating, toilets, tables, wheelchair accommodation
and, for mainline services, catering facilities are now underway.
Based upon the mock-ups and what we saw on our visit these will be
quite spectacular and will no doubt be the envy of the entire UK rail
network.
Fitting out
Inside the new units
Just a word to the
Doubting Thomas community – the seating will not be the same as is
currently being rolled out on other new train fleets or existing
European Flirt vehicles. When talking about the new trains this sadly
seems to be the only topic mentioned, rest assured great care and
attention has gone into their design and development. We have tried
these new seats and what is to be fitted will be more akin to a Rolls
Royce that anything old or new on the network today.
Four car unit
with power car
In closing, I have to
say that the team at Stadler have developed a product for which they
are rightly proud, it will revolutionise rail travel in the east and
I have no doubt these units will be the envy of the entire UK rail
network. We are now just one year away from seeing this new fleet
start to arrive on our shores and both Greater Anglia and Stadler
should be congratulated on their efforts as this incredible project
moves forward.
Front end of
regional set with yellow visibility panel in place