Vivarail's 'D Train' - 'D' stock reborn

Looks like the days are numbered for the 38ts:

In a word: yes.

Because supplying the trains is the least of the issues here. The trains will be refurbished to a “main line” spec, while there’s 50 years of maintenance and investment backlog to be cleared. That’s all needed to come together, not helped by the franchising timetable.

You are correct: www.islandecho.co.uk/new-trains-and-passing-loop-confirmed-as-future-of-island-line-revealed/

Interesting the photo doesn't show a third rail

Last week (Wednesday) they were definitely running more than one train...

There was one day last week (Friday?) they was only 1 unit in service, and from later this week (19th IIRC) there will be a period with only one in operation - presumably due to a time or mileage-based inspection becoming due. The strong implication is that there are only two serviceable units at present.

… Famous last words but that timeframe for a single unit should be doable. Yes Vivarail are busy but I suspect that much of the actual work will probably be outsourced to outside suppliers.

Whilst D Stock are often portrayed as LUL cast-offs that is a very unfair perspective - as D stock units would still be in service today on the District if it was not for a bulk buy discount and efficiency savings offered by moving to a basically similar rolling stock on the sub surface lines. Inherently these units are already decent eMUs (electric multiple units) and when withdrawn were in pretty good shape. OK I recall suggestions that as S stock trains entered service LUL optimised the use of D stock fleet to effectively withdraw them from service when any more costly overhauls fell due, so presumably most of the proposed Island Line fleet will need some sort of maintenance effort. Whether that gets done in-house or outsourced is unclear but obviously they will need adapting from 4 rail to third rail electrification something I think was previously done by Eastleigh and as at least some of that expertise is probably still around I would not be surprised to see that task outsourced to them and quite probably along with any overdue mechanical overhauls.

The internals will doubtless be stripped - and updated or completely new corporate style seating etc installed. Vivarail have demonstrated they can do this sort of reworking with several previous units - and presumably the design, manufacture and supply of the new seating etc will be led by whichever external contractors supply seating for the main SWR fleet.

Those mock-up photos in the recent South Western Railways press release seem to show all the existing doorways are retained - so no material bodywork changes will be made to these units bar the cab crash resistance upgrades already developed and approved for use on the class 230s.

This also implies availability of toilet modules will not be an issue as they are not being fitted.

Externally these units will of course need some modifications to meet the latest mainline operating rules - so loads of safety stickers - and presumably fitting signs and warning stripes about overhead line power risks, even though once delivered, these units will probably never encounter any OHLE.

As for repainting in corporate colours I guess that too may be outsourced. Do we know if Vivarail arranged the re-paint of the units being used on the Marston Vale line? Presumbly Eastleigh may be able to do that work too.

As you can see the actual extra workload at Long Marston will not be massive. If we assume people in the know - knew this announcement was coming - it is likely that contracts and production slots for much of the outsourced activities have already been pencilled in, so assuming the external contractors deliver on time the rolling stock element of this announcement looks possible.

I see infrastructure improvements posing the biggest risk to this timeline.

Reliability of the aging power supply equipment has for a long while been an issue especially at the Shanklin end of the line. The purchase of Class 484 units surely means it is time to give the power supply infrastructure a major overhaul - which will not be cheap or quick.

Despite being physically larger units - the D Stock Driving motor cars weigh much the same as the current 38 stock, so hopefully the pier will not collapse the moment a Class 484 ventures onto it. Given the inevitable decay of coastal structures it seems likely that at the very least Network Rail will need to carry out a careful assessment of the pier to determine what if any additional work will be needed.

For years the track in places has been a true roller coaster ride - perhaps this announcement finally justifies shipping over some modern track maintenance machinery (at least temporarily) to give the entire line a decent track-bed.

However they will also require time to reinstate the Brading passing loop and possibly need to slew the line or do some track lowering to secure sufficient clearance under the two bridges on the approach to Brading. (the tunnel should not be an issue).

I vaguely recall being told that ages ago IoW council replaced the sloping brick arch bridge just before Brading with a relatively narrow reinforced concrete slab bridge which was able to carry 40 tonne lorries. Whilst this was cheap it meant the new bridge deck was much thicker than previously and they were only able to keep the road surface unaltered by reducing the track-bed clearance - but as the line was only operating class 485 units this was not an issue - it may be now?

In theory Ryde Tunnel is fine as it is - in 1984 they squeezed 03079 through with it's original cab - though the track under Rink Road and Smallbrook Lane may need adjusting: Gareth Dennis on Twitter


Platform heights won't be so easy to solve - the track was raised at Pier Head and St Johns, platforms lowered at Esplanade, Lake and Smallbrook were built for tube stock while Brading, Sandown and Shanklin retain their original 1860s low height platforms.

[/a]

Network Rail have committed to sorting out the pier in CP6, £25m according to the minister.

Also,of course,the carbon tally for the 230sis already low, since few new resources are need to make them...
The Sudbury line might qualify at some time, though GA have ordered new stock.

d7666 - I wondered if the Princes Risborough - Aylesbury shuttle that used to be run by the Class 121 Bubble Cars would be suitable for Class 230s...

Watford - Rickmansworth - Amersham - Aylesbury anyone ?


No, I have not looked at either pathing / junction conflictions, or at potential CBTC issues. I'll leave others to debate those. Just an idea in mind after the previous weekends trains over the north curve.

Or Watford Junction, West Watford, Croxley & Rickmansworth. Battery running at street level could be done across the Two Bridges (single track), and the majority of the original Met Line Xtension £400+million could be saved without Two Bridges viaduct or lifts at Cassiobridge station.

With all the new housing being shoe-horned into West Watford, it's still warranted.