I believe that allocating small numbers of a relatively small fleet (14) to quite a few different operators is too inefficient. If two operators was the minimum, how about 'engineering' the transfer of the 5 to GC» and HT▸ so that they culd run more or longer services?
Then using the odd spare coaches that are about (IIRC▸ even GC have some unused spares) make GC's 3 short HSTs▸ up to 7, 8 or 9 coaches and offer them to FGW▸ , EMT» or even ECML▸ Co.
Can't really see 180s with FGW again though, unless enough top people have changed for them to have conveniently forgotten how they rushed to get rid of them originally...
On a separate point, weren't ATW▸ & Northern both in an odd position regarding rolling stock - how could they be short of DMUs▸ but still able to loan 150s or 142s to FGW when push came to shove? You'd have to assume therefore that they were leasing more stock than the DfT» would subsidise them to use? I seem to recall a situation where ATW wanted to run such and such a service half hourly rather than hourly, and although they had the stock there was no funding... So the loans to FGW may have avoided the embarrasment of stock sitting in sidings.
Away from DMUs, that's surely the position with EMUs▸ such as the Southeastern 508s. Everyone wonders why they haven't gone to Merseyside. I reckon it's because Merseytravel themselves can't afford them even though the RUS▸ is full of ideas about strengthening services, and altering depots etc etc...
Last but not least, the Gatwick Express 460s will by all accounts be stored within a few months, as SWT▸ 's HLOS▸ inrease is supposedly dead.
Paul
If they returned to FGW what would be inefficient about nine of the fleet being maintained at the depot that has most experience of working on 180s and which got the contract to service them for Hull Trains for that very reason?
Hull Trains don't want more than four train sets because that's what they need to operate their service, and what would Grand Central do with more of them things? They seem very happy with their HSTs now that the early problems seem to have been cured, their West Riding service has only just started and I don't imagine for a moment that FGW wants any more HSTs, given that it has been pulling them off Oxford and Cotswold services to save money on operating costs and track access charges.
FGW doesn't need more intercity trains, it needs more stock suitable for medium-distance, semi-fast work and apart from the busiest peak services on the Cotswold Line, the 180s were the ideal train for the route - unlike the 166s. And EMT are in the same boat as FGW, preferring to use Meridians wherever possible on cost grounds.
At the time FGW acquired the 142s at the end of 2007, they were in store, but still on Northern's books and were available for use if required, which, with the growth in passengers continuing over the past three years, is certainly the case now - hence them using 180s for lack of anything else more suitable for commuter duties until they get the Devon sets back, along with
LM▸ 150s. The ATW 150s would in all probability be running around on strengthened/higher frequency services in South Wales by now, funded by the
WAG» , had ATW not been ordered by DafT to lend them to FGW.
And the last thing Merseyside needs is more 508s. They have more than enough of the things already. The only reason any of them ever ended up in Kent and North London was precisely because many sets were in store for years on end surplus to requirements in Liverpool, even after more were needed in active service when the route to Chester and Ellesmere Port was electrified.
As for the 460s, we'll see. I can just see the headlines in the Tory and Lib Dem voting areas served by SWT when modern electric trains are parked in sidings. Anyone remember those pictures of ex-Wessex 153s and 158s at Eastleigh in early 2007?
