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INFORMED SOURCES November 2005

Thameslink 2012 – new trains, simpler signalling

A purpose built fleet is the key to 24 trains an hour – with three aspect signals

I am indebted to a diligent reader for beavering through the documents released by the Thameslink 2000 Transport & Works Act Inquiry, which reopened on September 6, and sending me the exciting bits. In particulart there have been radical changes in traction and rolling stock and signalling pilicy since tke unsuccessful first inquiry.

Then the trains for the new service would have been a cobbled together fleet of British Rail hand-me-downs plus some new build. The 330 four car units needed would have been made up of the existing dual voltage Class 319s, the Class 365 Networker Express fleet converted to dual voltage and a new build of around 200 units.

But in 2002, the Strategic Rail Authority, sensibly, decied that if you were going to run 24 trains per hour through the central core, an homogenous fleet of 330 units optimised for the cross-London duty was essential. According to Network Rail, a computer simulation has shown that more door space plus high acceleration rates make 'a significant contribution' to the reliable operation of 24 trains/h through the core section of the route between London Bridge and St Pancras Midland Road .

Some railway politics are also revealed. In the proof of evidence presented by Network Rail, Network Rail Director Operations & Customer Services Robin Gisby says that the new Thameslink trains indicate DfT's intention to give Network Rail a 'much greater role' in the specification of rolling stock for future major projects. This is a 'significant development' since it will ensure that the rolling stock specification complements the new infrastructure to give the performance and passenger handling capabilities T2000 will need.

Thus, work contines on the operational performance of the Thameslink 2000 fleet, with a particular emphasis on reducing dwell times. In addition to wider doorways an increased proportion of standing to seated passengers is required, says Network Rail.

Well, yes, but aren't they running into a similar objectionss as Superlink? The characteristics you need to optimise the intensive operation through the central core, such as fewer seats, are not what passengers want on the long, quasi-mainline, outer suburban runs from Bedford , Brighton and on WAGN. Letters to Forum invited.

Robin Gisby also reveals that 'it has been jointly decided' by Network Rail, the outgoing Thameslink franchisee and HMRI that lineside signalling between Blackfriars and St Pancras will now be downgraded from four to three aspects. Why a failed franchisee should determine future signalling policy isn't explained, but Mr Gisby claims that three aspects will 'still provide a 2min headway' allowing trains to run 'reliably' at 2.5min intervals.

According to Network Rail, T2000 is ‘likely' to be signalled with the latest generation SSI, which is no surprise. This means either the Alstom Smartlock 400 or Westinghouse Westlock new generation Computer Based Interlockings.

Continues.........