Scotrail Franchise - Abellio

[MidnightFlyer]

I always thought that was rejected because of a poor BCR?

 

[reb0118]

I always thought that was rejected because of a poor BCR?

It's back on the cards again. It's possibly a definite maybe or maybe a definite possibility?

Edinburgh - Musselburgh - East Linton - Dunbar - Reston - Berwick is on the agenda with a possible extension via Alnmouth & Morpeth to Newcastle if DaFT offer funding and approval.

 

[clc]

The feasibility study into enhanced rail services between Edinburgh and Newcastle is here if it's of interest to anyone:

http://www.transportscotland.gov.uk/research/j196975-00.htm

The summary stated:

"7.3 Berwick Services
7.3.1 As with Dunbar, the business case for a local Edinburgh - Berwick service is weak, indeed weaker than Dunbar. The local train travel times from Berwick to Edinburgh cannot compete with LDHS services so there are few benefits in taking the trains beyond Dunbar.

7.3.2 However, the addition of East Linton and Reston in combination to Berwick services does produce a small positive NPV. However this small positive NPV is very sensitive to the assumptions used and simple sensitivity tests surrounding these assumptions resulted in the NPV becoming negative. The addition of only one station is not sufficient to create a positive case.

7.3.3 Berwick services would provide the added benefit of increased connectivity from East Lothian to the south, ie LDHS services could be joined at Berwick rather than having to double back to Edinburgh or use Dunbar. This would also apply if Dunbar LDHS stops were scaled back.

7.4 Newcastle Services
7.4.1 The business case for an Edinburgh - Newcastle semi-fast service is the weakest of the three. The additional benefits and revenue are not sufficient to outweigh the operating costs of the service. The displacement of selected Northern Rail services would not create a sufficient cost saving to materially affect the case and would lead to a reduction in the level of service at Cramlington in particular.

7.4.2 In the longer term, there is scope to create a positive overall impact if a semi-fast service was introduced in conjunction with far fewer, or no LDHS service calls between Edinburgh and Newcastle (improving journey times for these services), although any option along these lines would face local public acceptability issues."

 

[jimph1]

A waiting game just now

 

[reb0118]

Latest newsletter from RAGES here.

 

[lancastrian]

It gives them a slight advantage being the existing operator, as they can do the mobilisation quicker (since they understand the processes within the TOC and staff) and therefore requires less staff to manage it. However, the mobilisation costs only count for a tiny margin of the whole lifetime costs of the franchise.

In your bid plans, you have to show evidence supporting your initiatives and proof that your plans are creditable. Most operators would refer back to their own operations.

Finally, the bid plans are branded in the TOC colours....

I remember reading somewhere that the Scottish Government had insisted that all the Scot-rail trains had to be in the Saltaire Livery, so it would be totally irreverent what a TOC colours were as the trains would stay in the current livery with just the franchise winners logo on them.

It makes sense to me.

 

[NotATrainspott]

I remember reading somewhere that the Scottish Government had insisted that all the Scot-rail trains had to be in the Saltaire Livery, so it would be totally irreverent what a TOC colours were as the trains would stay in the current livery with just the franchise winners logo on them.

It makes sense to me.

That's the plan. The only sign of FirstGroup on reliveried trains is the sticker on the doors, so it might only take days to 'rebrand' to the new operator. The Sleeper carriages have been left untouched other than their seats being reupholstered in the ScotRail saltire but they're all going to go in April 2018 with the new CAF stock.

 

[cf111]

I've noticed a lot more new station signs as well, so I'm guessing they have to do them before the new franchise is won too.

 

[scotsman]

I'm hearing hints that there's a new uniform on the way

 

[thealexweb]

That's the plan. The only sign of FirstGroup on reliveried trains is the sticker on the doors, so it might only take days to 'rebrand' to the new operator. The Sleeper carriages have been left untouched other than their seats being reupholstered in the ScotRail saltire but they're all going to go in April 2018 with the new CAF stock.

When will the remaining 170s lose their 'pinkish tints'?

 

[Blindtraveler]

Whoever it is needs to do something with a few of the Haymarket 158s given there iminent transfer to the borders line

 

[CallySleeper]

Latest newsletter from RAGES here.

dead link.

 

[thealexweb]

Whoever it is needs to do something with a few of the Haymarket 158s given there iminent transfer to the borders line

What is this mentality in Scotland that DMU stock must be good, if not excellent. In England the Borders Railway would be running with Pacers, no doubt about it. Please realise how lucky Scotrail is in terms of stock.

 

[WatcherZero]

Cynically,

Scottish Government saw the devolution of rail as a way to try and show off and promote independence, so they covered them in Saltaires and set high standards for rolling stock (because thats what the passenger sees) meanwhile underinvesting in the actual infrastructure itself prefering roads and bridges.

 

[Blindtraveler]

agreed. However the point I was trying to make was that the new borders line is a mighty touchy subject with many and its not going to the Scottish Gov, independant or not or the new opperater any good if the worst of the DMU fleet is given to them.↲

 

[merlodlliw]

I was reading the Sunday Post hard copy at the weekend and came across this story about overcrowding on Scotrail.

Rail travellers feeling the squeeze
BY ANDREW PICKEN, 3 AUGUST 2014 8.01AM.



Thousands of train services running with too few seats despite fare hikes.

Thousands of train services are operating across Scotland each year without enough carriages, new figures have revealed.

More than 2,500 trains ran with too few seats or coaches for fed-up commuters last year, including hundreds of trips which ran at half their intended capacity. Figures obtained by The Sunday Post for every route in Scotland show that among the worst are the flagship Glasgow to Edinburgh service, Dunblane to Edinburgh and East Kilbride to Glasgow.



Operator First ScotRail has been hit with fines worth more than £2 million since 2011 for running too few coaches in a practice known as “short-forming”. But critics point out the operator has easily absorbed this through the bumper fare increases over the same period.

Scottish Labour’s transport spokesman Mark Griffin, right, said: “The fines incurred by ScotRail for failing to put enough carriages on trains will ultimately be paid for by passengers through increases to fares and it’s really not good enough.

“We’ve already heard about broken down trains and over-crowding in carriages during the Commonwealth Games which ScotRail should have been fully prepared for.

“Transport Minister Keith Brown needs to get a grip of this and concentrate more on ensuring train services meet the needs of travelling Scots rather than on his party’s fixation with independence.”

The Sunday Post has obtained details of every Scottish train journey which ran without the planned number of carriages or used rolling stock which did not have the required number of seats, between 2011 and 2014.

The total number of short-formed trains for 2011/12 was 2,441, the following year it was 2,332 and by last year the tally topped 2,570.

Edinburgh Waverley to Glasgow Queen Street had the highest haul with 1,540 services on this route running without enough carriages over the last three years.

However, just behind was Dunblane to Stirling with 1,474 problem journeys.

This route has fewer services than the Glasgow to Edinburgh service but has just as many problems.

A further breakdown shows passengers on the four-carriage 7.20am service from Dunblane to the capital were forced to squeeze into three coaches on 95 mornings over the last three years and into just two coaches on a further 28 dates.

Transport Scotland pointed out that over the same three-year period, more than 2.6 million trains did run with the planned number of carriages and seats.

Robert Samson, a manager at the pressure group Passenger Focus, said: “It can be very frustrating for the passengers that do have to use a short-formed service, particularly because they can be very overcrowded.”

The latest passenger survey by the group shows that only 65% of ScotRail customers are satisfied with the availability of seating on its services.

Between 2011 and 2014, there were 933 occasions when three-coach trains were operated on routes across the country when there should have been six carriages. This happened 128 times on the Edinburgh to Glasgow Queen Street route over this period.

Nearly a third of the short-forming came when trains had the planned number of carriages but the rolling stock used did not have enough seats. The vast majority of the overcrowding problems occur in the central belt where the demand is greatest.

Separate figures for the sleeper service show that it ran with too few coaches on a total of 181 occasions between 2012/13 and 2013/14.

Figures released by Transport Scotland show First ScotRail has been fined £2.1m for short-forming in the last three years, though the annual haul has dropped from £839,000 in 2011/12 to £574,190 last year.

A Transport Scotland spokesman said: “The ScotRail operator is subject to charges where train capacities are reduced to help ensure a full and adequate service throughout the network and has been part of the franchise agreement since 2004.

“We recognise that on some occasions it may be necessary for the operator to move carriages at short notice for maintenance.

“Last year less than 0.3% of services contained less capacity than planned.”

It is understood the majority of the problems relate to the rail network being disrupted, with issues such as a signal failure, which in turn knocks ScotRail’s programme out of sync.

A ScotRail spokesman said: “We are going in the right direction with penalties down 31% in the last two years – despite having added hundreds of new services across Scotland.

“We understand – and share – passengers’ frustration when forced to run shorter trains than normal, and can assure you this takes place only when other options have been exhausted.

“There are real signs of improvement, with 99.7% of services having the number of seats as planned.”



• We are packed in like sardines

IT takes around half an hour to wind your way from the new town of East Kilbride to Glasgow by rail and regular users are more than accustomed to standing at peak times. A total of 345 trips on this commuter route have not had enough seats or carriages over the last three years and it has been worse than ever with the Commonwealth Games restrictions around Glasgow forcing people out of their cars. The 7.24am East Kilbride to Glasgow Central service has to be one of Scotland’s most overcrowded. Every morning in recent weeks, stressed passengers have been crammed in to carriages like sardines.

On one service a woman had a panic attack as a result of overcrowding. Another trip – on the Giffnock-to-Central stage of the journey – was so overcrowded open revolt seemed to be just seconds away. As more people squeezed on at each stop, the journey became uncomfortable. Open windows did little to quell the heat and the frayed nerves of people who pay £6 for the privilege.

One commuter, who works in the PR industry, said: “It’s shocking. They seem to have reduced the length of the train somehow to coincide with the Games. There are no additional services – there are still only two an hour – and the result is cramped chaos. We’re a captive market as it’s currently very difficult to get into town in a car. They think we’re mugs.”



• Pointless parking

Expanding car parks at railway stations does little to persuade drivers to change their commuting habits, a new Transport Scotland study has found.

The research found the cost of building new parking spaces is unlikely to be offset by an increase in train fare revenues over the period of a rail franchise.

The survey of rail users suggested that an increase in the cost of parking at a station by £1 would result in a 4.9% reduction in rail demand, or a 3% reduction if there was ample free local parking.

The transport agency has now concluded there is no “one size fits all” solution to car parking at Scotland’s stations but made a series of recommendations for rail operators and councils who usually build the facilities.

Among the recommendations is a partial or full refund when a car park user purchases a train ticket for their onward journey.

 

[cf111]

What is this mentality in Scotland that DMU stock must be good, if not excellent. In England the Borders Railway would be running with Pacers, no doubt about it. Please realise how lucky Scotrail is in terms of stock.

I agree the stock we have is excellent when compared to the north of England, but I have no issue with a mentality that insists it stays that way. Preferably of course I'd like to see those who suffer with crowded Pacers and the rest have much improved trains at least on par with what we have here.

 

[NotATrainspott]

What is this mentality in Scotland that DMU stock must be good, if not excellent. In England the Borders Railway would be running with Pacers, no doubt about it. Please realise how lucky Scotrail is in terms of stock.

I don't think you can blame the Scottish Government for the complete absence of Pacers on ScotRail. It was ScotRail under BR that didn't accept Pacers and to be perfectly honest I don't think us taking Pacers would have made things any better for anyone else - they would have just built more Pacers and built fewer Sprinters so today we would be in even more of a mess.

 

[387star]

When will the remaining 170s lose their 'pinkish tints'?

All have been refurbished that were planned
170401-425 are not to be treated at this point

 

[Altnabreac]

When will the remaining 170s lose their 'pinkish tints'?

We can certainly learn some interesting information from the ITT about this although it is my no means definitive on dates etc.
http://www.transportscotland.gov.uk...anchise/scotrail-franchise-itt-4855286-45.pdf

The ITT has this to say about the rebrand in general:

The provision of suitable high-quality rolling stock is central to the operation of the ScotRail franchise. The ScotRail fleet currently consists of 137 three and four-car electric units (“Emus”) and 155 two and three-car diesel units (“Dmus”). The fleet is being gradually rebranded and the majority of the fleet will be in the new livery before the new ScotRail franchise comes into effect.

A proportion of the existing fleet will need to be re-engineered, refurbished or replaced during the life of the ScotRail franchise if the existing fleet is retained.

It is anticipated that the majority of the existing fleet will be re-branded by the end of the current ScotRail franchise. If rolling stock from the existing fleet is leased by the Franchisee, the Franchisee will be required to maintain this fleet in accordance with the Brand Guidelines.

So we know that the brand will continue and need to be maintained. However the only existing rolling stock that franchisees are required to use are the 380s. All other stock can be replaced / refurbished or sent off lease if the franchisee so wishes. The ITT has this to say about any new rolling stock leased/purchased from outside the existing fleet:

When the Franchisee leases different rolling stock for the ScotRail franchise, the Franchisee will be required to implement a rolling programme of re-livery of the fleet in accordance with the Brand Guidelines, at no additional subsidy cost to the Scottish Government, and should be completed within 12 months of the introduction of new trains. At the start of the ScotRail franchise, the Franchisee will be required to provide plans for implementing the livery in accordance with the Brand Guidelines, and these plans will be subject to agreement with Transport Scotland.

So any replacement trains from England will have to be repainted within 12 months of arrival. This still doesn't cover exiting stock that has not yet been repainted.

There is some interesting inforamtion in the details of the new specifications for stock. This sets out requirements such as Wifi, a power socket for each 2 seats in standard, passenger counting equipment and CET toilets. Obviously existing stock does not meet these requirements so a new rolling overhaul programme will be required to deliver it. It would be obvious for repainting in the Scotrail brand to happen at teh same time as this refurbishment.

The ITT does give us some dates for this rollout:

The Franchisee will be expected to ensure that the whole fleet providing inter-city services shall be compliant as early as possible but by no later than from the end of CP5, which is in March 2019.

The same facilities are a franchise requirement on all trains (except Glasgow South electrics which don't need toilets or plug sockets) but no specific rollout date is given in the ITT (that I can find).

However any refurbishment will also need to address the issue of compliance with disabilities legislation (PRM TSI) and the deadline for this is 31/12/2019, this date is emphasised in the Tender with 90% of Stock to be PRM TSI compliant by 31/12/2018 and 100% by 31/12/2019.

I'd expect the new franchisee to implement a rolling refurbishment programme across the fleet with some units going off lease post EGIP not being included.

 

[Class 170101]

But could the units staying and being refurbished and rebranded all be done in 12 months without compromising the train service in the meantime? Sounds like a lot to do do in a short time frame.

 

[NotATrainspott]

But could the units staying and being refurbished and rebranded all be done in 12 months without compromising the train service in the meantime? Sounds like a lot to do do in a short time frame.

I can't see a vast number of trains heading up north from England other than a swap of 158s for our 156s displaced by Cumbernauld/Whifflet/general EGIP/scenic trains. If bidders do propose to send up some Mk3s for the scenic trains then it would be around 2017 onwards when IEP takes over entire fleets of HSTs overnight, so there would be plenty of slack to refurbish them properly. Any other possible cascades would likely be modern units that would not require much more than an internal repaint and reupholster to bring up to the necessary standard.

 

[Altnabreac]

But could the units staying and being refurbished and rebranded all be done in 12 months without compromising the train service in the meantime? Sounds like a lot to do do in a short time frame.

If they keep existing units they don't have to be refurbished and rebranded within 12 months. If they bring in new units they do.

It probably gives the bidders an incentive not to hugely change the existing stock. The two areas where there might be different stock are:

• The scenic train initiative for West Highland Line and Kyle (also possibly Far North / Stranraer but not contractually required).
• The central belt - Aberdeen / Inverness services where the tender specifically discusses the option of higher powered diesel units to provide improved journey times.

Both these 2 services could be provided with upgraded stock however so it may be that the only stock change is from new trains for electrification of EGIP and other routes.

 

[HH]

You're forgetting the constant electrification planned - CP5 for certain and CP6 likely; devolution or no.

 

[NotATrainspott]

You're forgetting the constant electrification planned - CP5 for certain and CP6 likely; devolution or no.

If it's Altnabreac you're replying to then I think the fact that new electric rolling stock will be procured is a given. What he was saying is that they wouldn't swap old electrics for old electrics and old diesels for old diesels, with the likely exception of swapping the 156s for 158s so that there's only two remaining DMU fleets rather than three once their numbers decrease.

 

[Altnabreac]

If it's Altnabreac you're replying to then I think the fact that new electric rolling stock will be procured is a given. What he was saying is that they wouldn't swap old electrics for old electrics and old diesels for old diesels, with the likely exception of swapping the 156s for 158s so that there's only two remaining DMU fleets rather than three once their numbers decrease.

Indeed the Franchise ITT is explicit about the franchisees role in the Procurement of new electric stock for EGIP and the Dunblane / Alloa services. That covers electrification plans until 2019.

However the Franchise does run until 2022 / 2025 so would include additional electrification of Shotts line (2019) East Kilbride, Barrhead, Kilmarnock (early 2020s, and possibly Fife Circle / Dundee (mid 2020s).

By this point 314s will also be life expired giving a demand for a fair quantity of Suburban EMUs. The question is does the Franchisee order more EGIP stock for Ayrshire, cascade 380s to Argyle, 334s to The newly electrified lines and 320s to Souh Glasgow or a separate order of suburban EMUs?

This decision probably depends on cost/performance of the new EGIP stock.

Diesel stock is much less likely to change. I would expect refurbishment of 170s and as you say some consolidation of 158s/156s. Don't completely rule out new DMUs for the scenic trains initiative though.

 

[NotATrainspott]

Indeed the Franchise ITT is explicit about the franchisees role in the Procurement of new electric stock for EGIP and the Dunblane / Alloa services. That covers electrification plans until 2019.

However the Franchise does run until 2022 / 2025 so would include additional electrification of Shotts line (2019) East Kilbride, Barrhead, Kilmarnock (early 2020s, and possibly Fife Circle / Dundee (mid 2020s).

By this point 314s will also be life expired giving a demand for a fair quantity of Suburban EMUs. The question is does the Franchisee order more EGIP stock for Ayrshire, cascade 380s to Argyle, 334s to The newly electrified lines and 320s to Souh Glasgow or a separate order of suburban EMUs?

This decision probably depends on cost/performance of the new EGIP stock.

Diesel stock is much less likely to change. I would expect refurbishment of 170s and as you say some consolidation of 158s/156s. Don't completely rule out new DMUs for the scenic trains initiative though.

It would be interesting to see how far in advance the bidders are thinking, given that the ITT itself doesn't concern itself with CP6 so much. 380s or EGIP EMUs would do fine on the vast majority of lines except from the Cathcart Circle, Argyle and North Clyde which would all still be better off with 3x20m stock that can be doubled more often that at the moment.

With life-extension work I can see the 318s and 320s working well beyond the end of this franchise. Any work proposed to be done to other Mk3-derived EMUs could be done to them, including retractioning and the fitting of air conditioning, so I can't see there being much of a genuine need to replace them unless rust sets in badly.

 

[clc]

. The question is does the Franchisee order more EGIP stock for Ayrshire, cascade 380s to Argyle, 334s to The newly electrified lines and 320s to Souh Glasgow or a separate order of suburban EMUs?
.

Is there a reason why new rolling stock always goes to Ayrshire ahead of everywhere else?

 

[Altnabreac]

Is there a reason why new rolling stock always goes to Ayrshire ahead of everywhere else?

If you look at the ORR Station Usage figures Glasgow - Ayr trains link the busiest station in Scotland (Glasgow Central ) with the 5th busiest (Paisley Gilmour Street) and 13th busiest (Ayr). It also serves another 5 stations in the top 60 (Johnstone, Kilwinning, Irvine, Prestwick International Airport & Troon).

Combine the high usage levels with longer journey times than other Strathclyde electrics routes and especially some sections with a decent length of non stop 90mph+ running and you can see why the faster, longer, higher performance EMUs tend to be on the Ayrshire services.

 

[170401]

By this point 314s will also be life expired giving a demand for a fair quantity of Suburban EMUs. .

It could make sense to transfer (And shorten to 3 car) class 317/321 stock to replace the 314's. This would give a larger fleet of compatible stock in the Glasgow area until such stock is deemed life expired. Class 380 stock is unlikely on the majority of the Glasgow suburban lines unless mass platform lengthening is undertaken.