Although the author was not directly involved with the testing & commissioning of these units other than a spell at the Old Dalby test track and a few visits to Oxley CS in connection with the pantograph instrumentation, a number of Serco engineers were involved in particular with high speed pantograph testing. |
Old Dalby test track
All of the Pendolinos were commissioned and tested at the test track prior to being delivered. Alstom negotiated with Serco Railtest in order to take over the lease and electrified the track in 2000. Unfortunately, due to a number of circumstances, Alstom no longer build trains in the UK hence the test track was made redundant and it looked at one point as if it might be closed altogether. However in February 2007 Metronet, one of the two London Underground operators (now LUL) took over the lease and electrified a few kilometres from Old Dalby to Folly Hall with the 3rd and 4th rail systems so its future now seems assured - at least until 2015. Click on the picture for a bigger image - pictures are the author's unless otherwise credited |
WCML on test
A number of tests were conducted between Carnforth and Carlisle on a stretch of line known as 'Test Site 'A' .The line had been especially prepared for 'Enhanced Permitted Speed' (EPS) trials and was suitably signed. Later the route would be fitted with the TASS balises which controlled the tilt and speed of the Pendolinos (and Voyagers). The tests usually took place over a weekend on Saturday night. It was often necessary to combine these trials with the class 221 unit (221101) as possessions of the WCML were at a premium. Later a number of driver training runs were also undertaken over this route. Click on the picture for a bigger image - pictures are the author's |
In service
The fleet was introduced into passenger service in mid 2002 to coincide with the opening of the 2002 Commonwealth Games in Manchester although the trains did not tilt at first. This was for two reasons, the tilt system was still undergoing testing and the track was not yet cleared for higher speeds, nor fitted with the TASS balises. There was also the on-going problems associated with the high traction demand and return currents for which the WCML was not quite ready at that stage. By 2004 the units had 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. By the middle of 2005, Pendolinos were operating the majority of services throughout the WCML and today operate all services. Bar one - after the demise of the set involved in the Grayrigg derailment a rake on Mk3s and DVT were re-furbished and painted in Virgin Pendolino livery. the set is referred to as the 'Pretendolino' and is used on fill-in turns hauled by a class 90. Click on the picture for a bigger image - pictures are the author's |
The Pretendolino Following the loss of a Class 390 Pendolino in the Grayrigg derailment, a Mark 3 set with a Mk3 DVT was leased with a Class 90 hired from EWS as motive power. Nicknamed the 'Pretendolino', this received re-upholstered seating, power points, wi-fi and a full external re-paint at Wabtec, Doncaster in 2009 Click on the picture for a bigger image - pictures are the author's |
It was made redundant from WCML in 2014 but has found a new home on the Liverpool St - Norwich line
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