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Author Topic: GWR tender notice for 30 more EMUs  (Read 790 times)
Richard Fairhurst
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« on: June 01, 2022, 10:48:56 am »

https://bidstats.uk/tenders/2022/W22/775815678

Quote
Provision of a fleet of 30 x 4-car electric multiple units (EMUs (Electric Multiple Unit))

The EMUs are expected to be operated anywhere on the electrified portion of the GWR (Great Western Railway) network, primarily operating between London Paddington to Swindon, with the ability to cover services onto Cardiff

Great Western Railway (GWR) is seeking expressions of interest from suppliers for provision of a fleet of 30 x 4-car electric multiple units (EMUs) to deliver existing London Thames Valley services, to the current sectional running times (SRTs), with at least the same seated and crush laden capacity, from the 1st of April 2023 to the 29th May 2028.

Total Quantity or Scope
Provision of a fleet of 30 x 4-car electric multiple units (EMUs) to deliver existing London Thames Valley services, to the current sectional running times (SRTs), with at least the same seated and crush laden capacity, from the 1st of April 2023 to the 29th May 2028.  The EMUs must be capable of being powered by 25kV overhead lines, be capable and approved for use at speeds of up to 110mph prior to entering service, and operating in multiples, with a through gangway, of up to three units.  Our current fleet is maintained in house at Reading Depot, supported by a TSSSA. It is our intention that maintenance provision continues in this manner.

Spotted over in the Other Place where the ex-Greater Anglia 379s, and the ex-London Northwestern 350/2s, have been suggested as contenders.
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« Reply #1 on: June 01, 2022, 11:25:26 am »

I imagine this will just be for services covered by the existing 387 fleet rather that any additions.  A different (but similar) type to the existing 387s might come in much cheaper over the lease period and then the 387s can go.  Alternatively, the 387s will probably just end up staying.
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eightonedee
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« Reply #2 on: June 01, 2022, 12:57:46 pm »

Does it show my ignorance of the railways that this surprises me considerably?

While I have not been commuting for the last month since retirement, the general impression of Thames Valley mainline services since the easing of lockdown has been of a lot of 8- or 12- car formations running for GWR (Great Western Railway) moving a lot of fresh air between Paddington and Didcot. These trains have often been covering trains that not that long ago (off peak) would have been served by 2- or 3-car Turbo trains, or 6-car trains at peak times. I would have thought too that the Elizabeth Line was now taking a reasonable proportion of the passengers formerly using GWR east of Reading.

I appreciate that we have had ex- C2C and Gatwick Express trains helping out since the problems with the IETs (Intercity Express Train). Is this just going through the motions for a permanent (or longer term) lease of these units? I see that the GWR logo has been applied to the sides of some of the C2C units.

It is all a little ironic given the shortage of diesel stock off the electrified network.
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« Reply #3 on: June 01, 2022, 01:02:57 pm »

We're down to just the one 12-car working now, IIRC (if I recall/remember/read correctly).  8-cars definitely still needed for several peak time trains, less so off-peak.
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Richard Fairhurst
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« Reply #4 on: June 01, 2022, 01:49:46 pm »

I imagine this will just be for services covered by the existing 387 fleet rather that any additions.

Yes, the bit about "to deliver existing London Thames Valley services, to the current sectional running times" would seem to suggest that.
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paul7575
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« Reply #5 on: June 01, 2022, 02:12:14 pm »

I suspect this is all about potential use of the dual voltage 387s on a more suitable network in the DC (Direct Current) area, saving the costs of making 379s dual voltage instead?
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onthecushions
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« Reply #6 on: June 01, 2022, 06:03:15 pm »

I wonder whether more, lower lease cost EMU (Electric Multiple Unit)'s might help make the case for wiring to Oxford and Bedwyn as I imagine that the avoidable costs of Bi-modes are now being felt.


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stuving
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« Reply #7 on: June 01, 2022, 06:49:48 pm »

I suspect this is all about potential use of the dual voltage 387s on a more suitable network in the DC (Direct Current) area, saving the costs of making 379s dual voltage instead?

I did wonder why the tender is for a fleet of 30 - coincidentally, the number of stored 379s - when GWR (Great Western Railway)'s 387 fleet is (officially) 33.
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Electric train
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« Reply #8 on: June 01, 2022, 07:39:08 pm »

This could be that GWR (Great Western Railway) wat to either off hire some 800's and / or deploy them on other services where diesel power is required.

The expansion of TV services to Swindon thus taking out some of the intercity services perhaps? May be replacing some class 800 services to Cardiff altogether with EMU (Electric Multiple Unit)'s; a 100mph EMU would not be far behind in regards to timings  for the Cardiff - Padd stopping service

Also if the extension of electrification to Oxford in CP7 may be behind some of the thinking.

There is obviously some optimism in GWR Towers
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« Reply #9 on: June 02, 2022, 09:55:50 am »

This could be that GWR (Great Western Railway) wat to either off hire some 800's and / or deploy them on other services where diesel power is required.

The expansion of TV services to Swindon thus taking out some of the intercity services perhaps? May be replacing some class 800 services to Cardiff altogether with EMU (Electric Multiple Unit)'s; a 100mph EMU would not be far behind in regards to timings  for the Cardiff - Padd stopping service

Also if the extension of electrification to Oxford in CP7 may be behind some of the thinking.

There is obviously some optimism in GWR Towers

I'm sure your right. Oxford electrification and 14 miles to Bedwyn. The 800s are needed to replace the Castle Class between Cardiff and Exeter/Penzance. The 165s or 166s are needed to replace the 150s.
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grahame
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« Reply #10 on: June 02, 2022, 10:25:22 am »

I find myself sitting uninformed in my armchair, before my mid-afternoon doze than I now take in older age and wondering about an electric service of 3, 4, or even 5 electric trains per hour from Paddington to Cardiff, calling at Old Oak, Hayes and Harlington, Reading, Didcot and all stations to Cardiff:
Change at Old Oak from HS2 (The next High Speed line(s))
Change at Hayes and Harlington from Heathrow
Change at Reading for the Basingstoke and Newbury services, for a semi-fast hourly service to Paignton and from Gatwick
Change at Didcot for an hourly Hereford service and an hourly local to Oxford and Banbury
Change at Swindon for hourly services to Bristol Temple Meads via Bath, to Cheltenham Spa, and to Yeovil via Westbury
Change at Bristol Parkway for services every 30 minutes to Bristol Temple Meads (and onwards to Weston-super-mare)
Change at Newport for the Marches and for Ebbw Vale
Change at Cardiff for services to the Valleys, and to Swansea and beyond

You would still need the Bi-mode trains to run into Paddington for the Plymouth and Penzance expresses, of course.
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paul7575
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« Reply #11 on: June 02, 2022, 10:48:29 am »

This could be that GWR (Great Western Railway) wat to either off hire some 800's and / or deploy them on other services where diesel power is required.

The expansion of TV services to Swindon thus taking out some of the intercity services perhaps? May be replacing some class 800 services to Cardiff altogether with EMU (Electric Multiple Unit)'s; a 100mph EMU would not be far behind in regards to timings  for the Cardiff - Padd stopping service

Also if the extension of electrification to Oxford in CP7 may be behind some of the thinking.

There is obviously some optimism in GWR Towers

I'm sure your right. Oxford electrification and 14 miles to Bedwyn. The 800s are needed to replace the Castle Class between Cardiff and Exeter/Penzance. The 165s or 166s are needed to replace the 150s.
Meanwhile, look at this again as a simple exchange of 30x379 for 33x387.  You’re being far too optimistic.
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didcotdean
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« Reply #12 on: June 02, 2022, 04:12:57 pm »

Class 379 had first class when at Greater Anglia. Presume this would have to be ripped out to meet the seating requirement. Also GA (Greater Anglia) got rid of these for high leasing costs, although maybe their owners would now accept less rather than nothing.

The GWR (Great Western Railway) fleet is becoming a mess with various classes having to be deployed on sub-optimal routes to keep things going. Plus the 769s which are always going to be deployed at the next timetable or two but never has been. Not all of this is down to GWR choices, but some of it is in my view.
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IndustryInsider
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« Reply #13 on: June 02, 2022, 04:19:43 pm »

December* for the 769s…at the latest…you heard it here first.

* A December in the 2020s.  Wink
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