Who We Are :: Agility Trains - Intercity Services That Make Everyone Proud

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Agility Trains is the preferred bidder to provide railway services in support of the DfT’s Inter-city Express Programme (IEP). Agility will meet the DfT’s service requirements by using Hitachi’s Super Express Train (SET). The following is a brief overview of how Agility and the Super Express Trains will help the DfT achieve the original and publicly stated objectives of IEP.

1. Deliver increased carrying capacity on the rail network;

26 m vehicles will deliver increased seating capacity (16% more passengers per standard class coach when compared to currently available intercity trains).
Better acceleration/braking allowing for improved utilisation of the existing infrastructure. By way of example, this delivers 26% more morning peak hour seats into London Paddington than current services provide.
Distributed traction allows for timetable improvements during periods of poor rail adhesion (i.e. leaf mulch on the line – the rail industry equivalent of black ice).
All of this is achieved without the need for expensive infrastructure upgrades.

2. Deliver a fast reliable journey time;

Depending on the route and the formation of the Super Express Train, the target reliability will be 45,000-60,000 miles between train related delays. This is more than three times better than current inter-city rolling stock.
The Hitachi built Class 395 is currently proving that Japanese know-how is transferable to the UK as well as proving to be the most successful new train introduction in the history of the modern UK railway.

Please click the link for Class 395 reliability figures.
Similarly, the new Hitachi traction packages fitted to the Class 465 fleet have achieved over 3.5 million operating miles without any traction related failures.
Journey times will improve – an estimated 7% improvement between London and Edinburgh and 17% improvement between London and Bristol.
Distributed traction provides in- built redundancy. (Distributed traction means that 50% of the axles receive power rather than purely the axles on the lead vehicles).
Bi-mode Super Express Trains (formations that include a diesel engine) allow self rescue and diversionary capability away from electrified parts of the network. This means that during engineering works, commuters can avoid the inconvenience of replacement bus journeys.
Some formations of Super Express Trains also have small auxiliary generators which also allow limited self rescue but also provide full hotel services to the trains for up to 6 hours.

3. Meet customer requirements by providing an enhanced passenger environment;

The Super Express trains will replace 30 year old rolling stock which will result in a significant increase in the quality of the passenger environment (i.e. air conditioning, passenger information systems, etc.).
The rolling stock will be compliant with the latest accessibility legislation.
Ride comfort will be significantly improved.
There will be a reduction in interior noise levels.

4. Improve safety;

The Super Express Train will meet the latest rolling stock safety legislation (for example technical standards for crashworthiness).
Early versions of the Super Express Train will have partial fitment of advanced signalling systems (ETCS) pending development of a UK wide system. Later deliveries will be fully fitted.
The Super Express Trains includes rolling stock related recommendations arising from the Cullen Report on safety in rolling stock.
Some of the Super Express Trains will have the capability to measure the quality of the railhead, providing a valuable monitoring function for and on behalf of Network Rail.

5. Deliver an environmentally sustainable solution;

The bi-mode variant of the Super Express Train can take advantage of electricity supply where the route is electrified (the existing rolling stock runs under the wires on diesel power).
New diesel engine technology reduces particulate emissions by 87% and NOx emissions by 38%.
The Super Express train will deliver lower exterior noise levels.
The Super Express Train is more fuel efficient; up to 25% less energy consumed per seat mile (comparing a 10 car bi-mode with an IC225 set)
The bi-mode variant will support progressive expansion of electrified network and can be converted to full electric capability once electrification is complete.
Japanese manufacturing technology (friction stir welding) means use of less material and resource during manufacture. It also delivers lighter train weights which reduces track damage (and therefore maintenance) as well as supporting reduced fuel consumption and exterior noise levels.
The Super Express Train has been designed to ensure that the majority of the train content is capable of being recycled.

6. Minimise whole-life, whole-system cost;

Lighter trains means lower track maintenance costs (up to 11% lighter than existing rolling stock despite being longer and containing more seats).
This translates into a 16% reduction in track damage.
16% more seating per standard class coach when compared to existing platforms allows a significant increase in available capacity into key destinations without the need for significant investment in infrastructure constraints.
The Super Express Train has been designed to be flexible enough to react to changes in the operating environment over the next 30 years (i.e. bi-modes have been designed to be capable of conversion to electric sets, interiors are modular, etc.).
A common inter-city platform will save industry costs (i.e. common spares float).

7. Offer flexibility of deployment;

The Super Express Train can operate in any formation from 5 car to 12 car sets. An ability to re-marshal the trains into different lengths and configurations supports a flexible response to demand throughout the next 30 years. It also helps avoid wasteful empty running where demand has reduced or is yet to materialise.
Interiors can be changed by the Operator in order to be route or demographically specific.
The power source can be changed to take advantage of electrification or emerging fuel technology (for example if a route is entirely electrified in the future, the power car of the bi-mode trains can be replaced with an alternative leading vehicle, further reducing train weight and adding 60 seats in the process).

8. Manage the transition between the TSP and existing Intercity fleets.

Agility will support the DfT in managing the transition by taking over maintenance responsibilities of the existing fleet in a controlled and professional manner.

It meets the DfT objectives – but does Agility’s offer for the IEP represent value for money?

1. The real value for money is the opportunity to significantly increase capacity without the need for disruptive and expensive investment in the infrastructure. As mentioned above, the Super Express Train generates significant increases in peak time seats into London and reduces journey times. But that is not the only source of value.

2. The DfT has procured the trains under a PPP structure. This structure transfers to Agility Trains full delivery risk (cost and programme) for the trains and depots unlike other procurements which leaves the government far more exposed to these risks.

3. There is no capital outlay by government for these trains; rather they will be funded by Agility Trains. Agility Trains is paid for delivery of operational services and can only start charging for the services once trains are delivered and have achieved a proven level of reliability.

4. The Super Express Train will be replacing an ageing (30 years +) fleet of HSTs. The new trains will be cheaper to maintain, provide a saving in track maintenance costs, and enable the operators to achieve significantly higher passenger revenues resulting primarily from the additional capacity but also from reduced journey times and improved passenger environment.

5. The step change improvement in the quality and reliability of the service should not be underestimated. The train operator will only pay for the trains when they’re made available and further deductions are made where the passenger environment fails to meet exacting standards. This approach is without peer in the UK rail industry.

6. The Super Express Train is being designed with the capability to react to changes in the service requirement for the next 30 years (i.e. bi-modes can be easily converted to electric sets, interiors are modular, etc.). This inherent flexibility will be of value throughout the 30+ years of operation.

7. The DfT’s commitment to a long term rolling stock procurement programme will also underpin investment in UK jobs. The award of the IEP contract to Agility will allow Hitachi to establish an assembly plant in the UK. The contract also requires the construction of new maintenance facilities and will also reinvigorate the UK rail supply base. Agility estimates that 70% of the investment in IEP will benefit UK industry. Add to this the economic regeneration in regions which will benefit from the improvement in transport links and it’s clear that the IEP is a project which will deliver clear and identifiable benefits for the next 30 years and beyond.