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The British Class 390 "Pendolino" electric multiple units are tilting trains built by Alstom utilising Fiat tilt systems. Fifty-three 9-car units were built for Virgin Trains from 2001 to 2004, and were introduced on the West Coast Main Line. These trains were the last to be built at Alstom's Washwood Heath plant before its closure in 2005.
Description
In 1997, when Virgin Trains won the InterCity West Coast franchise, they made the decision to replace the train fleet they inherited with new trains. The old fleet consisted of an assortment of Classes 86, 87 and 90 electric locomotives, which operated in push-pull mode with Mk.2 and Mk.3 coaching stock. Virgin placed an order with Alstom/Fiat for the construction of new tilting trains.
Tilting trains were nothing new for the West Coast Main Line. Twenty years previously, British Rail had developed the revolutionary, but ultimately unsuccessful Class 370 Advanced Passenger Train (APT). Despite their failure in revenue-earning service, much of the technology was used in later designs of tilting train, so the Class 390 could be considered the de facto successor to the APT. Indeed, the technology developed for the APT was eventually sold to Fiat. The Italian firm supplied much of the content of the units, including the bodyshell, whilst final assembly was carried out at Washwood Heath.
The new trains were originally intended to run at 140 mph (225 km/h). However, the West Coast Mainline modernisation programme, which was an upgrade to the infrastructure to allow faster line speeds, ran over budget. Consequently, plans were scaled back resulting in the maximum line speed being restricted to 125 mph (200 km/h). Since the construction of the fleet, hardware modifications have been performed to reflect this lower speed, so the trains are now physically limited to 125 mph (200 km/h) passenger running. Unfortunately this (and 140 mph) are rather well below BR's hopes for APT of 155 mph, but this equals the maximum speed of 125 mph (200 km/h) for the APT in passenger service, although one APT set reached 162 mph (261 km/h) in tests.
Fifty-three units were built, numbered 390001-390053. Each unit is formed of nine vehicles, but the first 34 sets were built as 8-car units, with the ninth vehicle built later and retro-fitted into the unit during 2004. The unit formation is described in the table below, with vehicles listed in the order they are formed in the unit.
| Vehicle numbers | Type | Description | Seating | ||
|---|---|---|---|---|---|
| 1st | 2nd | Toilets | |||
| 69101-69153 | DMRFO | Driving motor: first class open with restaurant | 18 | - | - |
| 69401-69453 | MFOD | Intermediate motor: first class open (with disabled seating) | 39 | - | 1(D) |
| 69501-69553 | PTFO | Intermediate trailer with pantograph: first class open | 44 | - | 1 |
| 69601-69653 | MFO | Intermediate motor: first class open | 46 | - | 1 |
| 68801-68853 | TSO | Intermediate trailer: second class open | - | 76 | 1 |
| 69701-69753 | MSO | Intermediate motor: second class open (with disabled seating) | - | 66 | 1(D) |
| 69801-69853 | PTSRMB | Intermediate trailer with pantograph: second class with shop/buffet | - | 48 | - |
| 69901-69953 | MSO | Intermediate motor: second class open (with disabled seating) | - | 64 | 1(D) |
| 69201-69253 | DMSO | Driving motor: second class open | - | 46 | 1 |
The coaches also incorporate steps which automatically extend to platform level when the doors are opened, although interestingly - this feature was first seen on the APT-P, which as mentioned above is a distant ancestor of the Pendolino. The windows are fitted with roll-down window blinds.
Current operations
The fleet was introduced into passenger services from London Euston to Manchester Piccadilly in mid 2002 to coincide with the opening of the 2002 Commonwealth Games in Manchester. Over the next few months they began to monopolise the Manchester services, and were soon introduced onto routes to Liverpool Lime Street, Birmingham New Street, Wolverhampton and Preston. By late 2003 the last of the elderly Class 86 locomotives had been withdrawn, due to the introduction of the Pendolinos.
2004 saw their sphere of operation expand further. The units started to operate services to Glasgow Central, and by the end of summer, in theory all services north of Preston were worked by Class 390 units. This allowed the final Class 90 locomotives to be withdrawn, and inroads were made into the main Class 87 fleet. It was expected that all locomotive-hauled trains would have been replaced by the end of 2004, but the Pendolinos suffered from several technical problems, thus giving the Class 87s a stay of execution. By January 2005, only eight locomotives remained, however, used on peak London Euston-Birmingham New Street services. It is expected they will be retained for a few months while the Pendolinos undergo modifications to increase reliability.
Another development in 2004 was the clearing of the units for the North Wales Coast Line from Crewe to Holyhead. This line is not electrified, so Virgin's Class 57/3 diesel locomotives are used to haul and push the electric units. These locomotives have special coupling adaptors and electrical systems that make them compatible with Pendolino trains; the main purpose of this is to enable them to rescue failed units.
Virgin Trains have named their entire fleet. Most carry promotional names such as "Virgin Valiant", "Virgin Crusader" or "Virgin King". However, some have received traditional names such "City of London" or "City of Liverpool". Names are carried on the MFO (696xx) vehicle.
The entire Pendolino fleet is allocated to the (ALSTOM) Manchester Traincare Centre at Longsight, where heavy maintenance is carried out. 'Longsight' boasts a hoist on which an entire Pendolino set can be lifted. Lighter maintenance, cleaning and overnight stabling is carried out at ALSTOM's other centres - Wembley (London), Oxley (Wolverhampton), Edge Hill (Liverpool) and Cambuslang (Greater Glasgow).
Problems
The Pendolino stock has not been without criticism. The heavy weight of the trains caused considerably increased track wear. In 2006 the Pendolino was singled out for criticism by the then United Kingdom secretary of state for transport Alistair Darling due to its high weight per passenger causing both track wear and reducing the environmental benefit of travel by train GOVERNMENT PLANS NEW LONG-TERM RAIL STRATEGY (Rail has not done as well as it could on the environment). As a result of the smaller cabin dimensions necessitated by the tilting geometry and the need to provide disabled toilets, the units have lower seating capacity than the nine-car Mark 3 formations that they replaced. Fewer (and smaller) windows than the old Mark 3 coaches has also attracted criticism for making the Pendolino's cabin interiors seem darker and claustrophobic.
Work has also begun on withdrawing a couple of Pendolinos at a time for fitting of sanding gear, which surprisingly was not fitted when built, and a general programme of minor modifications. This has also required returning a small number of Class 87s to service for a short period.
Notes and references
See also
External links
- Rail Technology - Tilting Train Technology -United Kingdom
- Virgin Cuts Speed of Pendolino
- Virgin Trains
- Pendolino Tour - Virgin Trains
"British Rail Class 390"