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INFORMED SOURCES October 2005

HST2 – more seats and more power?

Informed Sources readers are producing their own specification

Many thanks for the informed, enthusiastic and considered response to last month's items on HST2 and its choice of diesel power. Two issues featured prominently in your many letters and e-mails – capacity and performance.

Several readers were concerned that the comparative table was based on eight coach formations at a time of overcrowding and growing demand on Intercity services. This was simply for illustration and on present ridership trends a 10 car HST2 is the likely requirement.

But it's clear from your suggestions that formations and capacity will need much more analysis. This is, especially true on Great Western where the Periodic Review could result in radical change.

On performance, where Capt Deltic was trying to be environmentally and socially responsible, the readership eschewed saving the planet in favour of 10 or 12 car 140mile/h Super HST2s capable of keeping up with Adelantes and Heathrow Express. Hmm, it's head vs heart time. The head says that the railway is going to value energy efficiency over performance, while the heart argues that progress has always between about reducing journey times and wants more of the same.

Meanwhile, on the engine front, readers will know that this column was the earliest proponent of the Paxman (now MAN B&W) VP185 when it was launched. Eventually even Capt Deltic gave up in the face of the failure to provide the intensive technical support new that new products always need - a defining Alstom failing.

But I am having trouble reconciling all the hype around the MTU 16V4000 R41 after only 1000 hours in service with the continuing disparagement of the VP185. One or the other is understandable, but both? So since the Colchester claimant appears to be good enough to rubbish I am currently catching up with the subsequent fleet service performance of the VP185.

One thing I didn't know is that the two Series 2 engines running in the FGW trials are not new power units. Whether down to penny pinching or confidence, MAN B&W have modified two existing power units during their 28,000 hour rebuilds for the trials.

Certainly, were I currently staking a seven year franchise on re-engined IC125 power cars. I would be sorely tempted to take the proven product and forego the promised greater fuel economy of an engine with so few hours in the toughest traction application around. HST2, with a 30 year life, will, of course, be a different matter.

Specifying HST2 is not going to be easy, and I intend that this column will continue to be the definitive source of news, analysis and debate as the project progresses. And on the drawing board is a related initiative which I hope to launch in the new year.