"Jack Taylor" wrote in message
...
John B wrote:

So they're getting 24 3-car Electrostars for the North London Railway,
replacing 23 3-car 313s and 3 3-car 508s? That's not much of a
capacity upgrade - some might even call it the opposite.

That was my immediate thought. It's all very wooly and unclear. It
certainly
looks as if it's replacement on like-for-like basis *unless* by North
London
Railway they mean the North London Line (Richmond to Stratford) on its
own,
releasing the current 313s to strengthen Euston to Watford and West London
Line services or increase frequency? One presumes that these new
Electrostars will be 376s with the AC commissioned.

Closure of Stratford to North Woolwich, pending transfer of Stratford -
Canning Town to DLR, and eventual transfer of Custom House - Silvertown to
Crossrail, will release one unit, and presumably better availability of new
units might squeeze another diagram. TfL also hope to extend the Barking -
Gospel Oak service to Clapham Junction, taking over the WLL, and this
implies acquiring a fleet of diesel units (as well as alterations at Gospel
Oak), unless TfL can get someone to pay for wiring Barking to Gospel Oak.
This could release two emu diagrams from the WLL. But the real need on the
NLL is for longer trains, and this requires platform lengthening, notably at
Willesden Junction HL. Options in the procurement from Bombardier presumably
allow for the NLL units to be extended to 4 car.

Peter

Peter Masson wrote:
TfL also hope to extend the Barking -
Gospel Oak service to Clapham Junction, taking over the WLL, and this
implies acquiring a fleet of diesel units (as well as alterations at Gospel
Oak), unless TfL can get someone to pay for wiring Barking to Gospel Oak.

Electrification of the GOBLIN route is envisaged as part of the opening
of the new Thames Gateway Container Port on the former Shell site in
Thurrock. The governmet approved the port last month. TfL will not
however get a totally free ride on this IIAIC

This could release two emu diagrams from the WLL. But the real need on
the
NLL is for longer trains, and this requires platform lengthening, notably at
Willesden Junction HL. Options in the procurement from Bombardier presumably
allow for the NLL units to be extended to 4 car.

Options in the press release speak of further trains and additional
coaches

Any idea if these trains will be air conditioned?

wrote:
Any idea if these trains will be air conditioned?

The prequalification document mentions only drivers cab airconditioning
with forced ventilation for the passengers when supplied but allows for
later upgrade. They will have end exit doors and inter unit
connections. I am not sure whether the whole fleet will be fitted for
25kv AC and 750v DC ab initio.

Quote
EAST LONDON LINE ROLLING STOCK PREQUALIFICATION
3.2 Rolling Stock Requirements
3.2.1 The initial rolling stock requirement is for a minimum of 18
trains for service
with sufficient spare trains to accommodate fleet maintenance and
ensure fleet
availability. The trains will be Electric Multiple Units ('Units')
with each Unit
being no more than 83 metres long over coupler faces. The Units are to
be
capable of operation on the Extended East London Line and associated
main
line routes. Additional Units may be required to accommodate further
expansion of operations.
3.2.2 The proposed service plan is for a minimum of 18 trains in
service for
approximately 19 hours a day, 7 days a week. The service pattern will
be
constant from start-up to closure (i.e. there will be no peak and
off-peak service
pattern).
3.2.3 From the initial timetabling, the predicted annual passenger
mileage per Unit is approximately 100,000 miles (160,000km).
3.2.4 The Units are intended for use on inner suburban metro type
services with
typical distances between stations on the core route being less than
1km. The
performance characteristics of the Units must be suitable for this type
of
operation with high acceleration performance levels between 0.8m/s²
and
1.0m/s² up to the maximum core route line speed of 40mph.
3.2.5 A fully rated friction braking system will be required such that
a Unit may
operate normally with the dynamic brake isolated. Blended regenerative
and
fully rated rheostatic braking systems are also required. However,
these
systems must each be capable of isolation by maintenance staff. To
reflect the
metro type service, the braking system must have a high performance to
optimise the operational performance of the Units.
3.2.6 The Units must be designed for a maximum speed of not less than
75mph in order to maximize flexibility in operation.
3.2.7 The interior layout of the Units should maximize passenger
capacity and
facilitate the efficient access and egress of passengers in order to
minimize
station dwell times. A fully loaded Unit with fully occupied seats and
standing
passengers at 5.5 passengers/m² should have a minimum capacity of 750
passengers.
3.2.8 Toilets are not required.
3.2.9 The Units shall be supplied with driver's cabs fitted with
independent Heating,
Ventilation and Air Conditioning ('HVAC') units.
3.2.10 The passenger compartment should have, as a minimum, a forced
pressure ventilation system. If only a forced pressure ventilation
system is proposed it should be possible to upgrade it to air-cooling
or full air conditioning.
3.2.11 The supplied Units must meet the requirements of BS6853 and
comply with at least Category 1b fire rating.
3.2.12 The Units must be capable of being Driver-Only-Operated
('DOO') and fitted with the necessary onboard equipment to monitor
passengers' access and
egress.
Unquote
3.2.13 The Units must represent a low technical and commercial risk.
Therefore the use of proven systems, designs and configurations is
preferred.
3.2.14 The Units will operate in narrow single bore tunnels. For
emergency egress each Unit must include end access doors and emergency
egress steps/ramps at each end. The end access doors should allow for
Unit-to-Unit evacuation as well as Unit-to-track evacuation. The
vehicles shall be semi-permanently coupled, preferably with wide
through gangways within the Unit.
3.2.15 Potential design options may include number and layout of seats,
fittings and equipment. An ability to accommodate design options as
late as possible is
preferred, in order to reflect the requirements of the appointed
operator.
3.2.16 The Units must be capable of operation on the national rail
third rail
electrification system. An ability to be readily converted to 25 kV AC
overhead
operation is desirable.
3.2.17 The Rolling Stock Supplier will be responsible for all
activities required to
enable the passenger service operator to obtain a Route Acceptance
Safety
Case and any other approvals required to allow the Units to operate.
3.2.18 The supply, operation and maintenance of the Units will be
required to comply with Railway Group Standards, ATOC Standards, HMRI
requirements and guidance and other standards and requirements as more
specifically detailed in the Invitation to Tender and detailed
specification (see section 10 below for further information).
3.2.19 The Units will operate through Network Rail and LU operated
stations. The Rolling Stock Supplier will be required to take due
cognizance of pertinent LU Standards and other special requirements
that may apply at these stations.
3.2.20 The supplied Units are required to interface efficiently with
the upgraded
infrastructure and installations. The Rolling Stock Supplier will be
required to
co-operate with the infrastructure contractors and the Contracting
Authority to
ensure an efficient and effective interface.
3.2.21 The integration and delivery of the rolling stock is programmed
over an
approximate thirty-six month period. Test running of the rolling stock
on the
upgraded East London Line infrastructure is anticipated to commence in
early
2009. See section 8 below for further information.
3.2.22 The provision of a driver cab simulator unit as part of a
developed driver training programme is also anticipated to form part of
the Rolling Stock Supply
Contract.
3.2.23 The Units must be fully compliant with the Rail Vehicle
Accessibility Regulations (RVAR) 1999 and the Disability Discrimination
Act (DDA) 1995.