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Modern
LOCOMOTIVES
ILLUSTRATED
£4.50
October-November 2016
No. 221
‘Voyager’, ‘Pioneer’
and
‘Meridian’
– Class 220-222
The UK’s Number One Modern Traction Partwork
Modern
LOCOMOTIVES
ILLUSTRATED
Editor:
Colin J. Marsden
Editorial Address:
MLI, 1 Burns Court, Marine
Parade, Dawlish, Devon. EX7 9DL
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www.modernlocomotives.co.uk
ISSN:
1756-8188
Managing Director:
Adrian Cox
Executive Chairman:
Richard Cox
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Ann Saundry
Group Marketing Manager:
Martin Steele
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Above:
Virgin Trains West Coast currently
operate a fleet of 20 Class 221 'Super
Voyager' train sets, these operate the
non-electrified North Wales services as
well as selected London to Scotland via
Birmingham duties. On 27 March 2011
Class 221 No. 221107 approaches the
southbound bore of the Conwy tubular
tunnel and passes the picturesque Conwy
Castle, forming the 12.23 Holyhead to
London Euston service.
Antony Christie
Departmental Locomotives
on sale 24 November 2016
Modern Locomotives
Illustrated
No. 222 will
look at the dozens of
UK modern traction
ILLU
locomotives which
Decembe
STR
r 2016 -
Januar y
2017
ATE
have operated in
D
Departmental Service.
£4.50
Ranging from
diminutive shunting
locomotives to main
line power and from
converted multiple
units to High Speed
Train power cars,
this issue will turn
a few eyes. Many
rare and previously
unseen images of
this interesting
No. 222
subject.
Depar
t
Order your copy
Locommental
The UK
’s Numb
otives
er One
today.
n
Modern
Tra
MLI
Issue – No. 222
ORDER YOUR COPY TODAY
Modern
LOCOMOTI
V
ES
Cover:
In the days when Virgin Trains held
the CrossCountry franchise, non tilt Class
220 No. 220030 Devon Voyager pulls away
from its Teignmouth stop on 10 August
2007 while forming the 10.02 Paignton to
Manchester Piccadilly service.
CJM
2
ction Pa
rtwork
Modern Locomotives Illustrated
: Issue 221
B
‘Voyager’, ‘Pioneer’
and
‘Meridian’
Class 220-222
uilt by Bombardier Transportation in both
Belgium and the UK, this design of rolling
stock has often been frowned upon by both
rail enthusiasts and passengers.
Originally ordered by Virgin Trains as part of
their modernisation of the CrossCountry franchise,
which was a requirement as part of the original
privatisation franchise award. Sadly these modern
state-of-the-art four and five car sets, built in both
a tilting and non-tilt version were just totally
inadequate to replace the existing loco-hauled and
High Speed Trains. Facilities were reduced and
accommodation cut by almost half.
However, the trains were built and the rail
industry and especially the new Virgin Trains
management team had to do the best they could
with the fleet. With smaller trains the projected
service plan had to be revised and later during
franchise changes when Arriva took over the
CrossCountry business some HSTs were returned
to service and minor internal changes made to
improve the passenger environment.
With the Virgin 'Voyager' design now in the
Bombardier catalogue, two other operators
opted for the product, Hull Trains and Midland
Mainline; both receiving trains built with
hindsight of the original build.
Today, the Class 220 and part of the Class 221
fleet, all of which have had their tilting capability
removed, operate with CrossCountry. A small
number of Class 221s are operated by Virgin West
Coast to supplement the 'Pendolino' fleet and
operate over a handful of non-electrified routes,
such as the North Wales Coast.
The original Hull Trains sets are now operated
by the current Midland Mainline operator East
Midlands Trains and are quite well-suited to the
London St Pancras to Sheffield and Nottingham
corridor.
Altogether an interesting train in many ways,
and one which takes its place in railway history as
one of the less successful designs.
Colin J. Marsden
Editor
Bombardier – The new rail era
Stock in Detail
Technical Data
Vehicle Drawings
Coach Details
The Driving Cab
Virgin
‘Voyagers’
go live
Period of Transition VT – XC
Contents
4
14
16
18
19
23
24
37
The Arriva CrossCountry era
The Virgin West Coast
‘221s’
Class 222s on the Midland Main Line
The East Midlands Trains era
Hull Trains
‘Pioneer’
Fleet
Maintenance and Repairs
The Game of the Name
Class 220, 221 and 222 Fleet List
38
54
58
62
68
72
76
80
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Modern Locomotives Illustrated
: Issue 221
3
s part of the first round of UK rail
privatision, when Virgin Group were
awarded the CrossCountry franchise
in 1996, the main commitment of this deal
was the replacement of the entire existing fleet
of trains, this ranged from 1960s introduced
loco-hauled Mk2 formations, Class 47 and 86
locomotives and some HST power cars and
Mk3 stock.
The original CrossCountry management
team, led my Managing Director Brian Barrett,
became responsible for the new rolling stock
design and after much deliberation whether
to opt for a total diesel multiple unit (DMU)
based fleet or a split between loco-hauled and
DMUs, opted for a new DMU design.
The broad design specification went out
to competitive tender with most of the top
flight European builders showing interest.
Canadian-owned Bombardier Transportation
were eventually awarded the contract.
In a tragically mis-led belief that shorter
four and five car trains could replace eight and
10 car HST and loco-hauled formations, a fleet
of 74 diesel-electric trains, named as 'Voyager'
stock were ordered. Funding for the trains
was provided by Halifax/Bank of Scotland in
a deal with Angel Trains. Today, the sets are
owned by Voyager Leasing a consortium of
Lloyds Banking Group and Angel Trains.
In the thought that tilting trains could save
time on the CrossCountry route between
Oxford and Birmingham as well as on the
northern section of the West Coast Main Line,
a split fleet of ‘Voyager’ stock was ordered. A
fleet of 34 four-car non-tilt sets, classified as
220 and 44 tilting units classified as 221, these
could tilt to a maximum of 6deg to increase
speed on tight curves. Of these, 40 sets were of
five-car formation, with the final four formed
as 4-car sets.
The design was totally new and Bombardier
had to introduce new assembly lines and
construction methods. The company split
assembly between the main Bombardier
European assembly plant in Bruges, Belgium
and Wakefield in England. After months
of design certification and plant tooling,
assembly commenced at the Bruges site in
early 2000, the first vehicles to be assembled
were non-tilt trains, with set No. 220001
emerging for testing on 6 October 2000.
Static testing was carried out at Bruges
factory, followed by dynamic testing on the
Bruges to Oostende main line. Production of
A
Bombardier – The new rail era
trainsets was rapid, and an introduction to
passenger service originally on the Reading to
Birmingham line came on 21 May 2001.
Once in the UK sets faced a major test and
training period, much of the testing was
carried out at Crofton depot near Wakefield,
where use of the Monk Bretton line was made
for trial running. Serco were responsible for
the obtaining of the Safety Case for the two
Voyager fleets. Pre-running certification was
carried out at the Engineering Development
Unit, Derby. Testing extended to using the
West Coast and East Coast Main Lines as well
as the route between Oxford and Banbury.
A purpose built depot was constructed at
Crofton, which is still in use today.
Testing of the tilting Class 221s in full tilt
mode was carried out in the UK in 2002, with
pioneer set No. 221101, which had previously
taken part in tilt development work in France.
The trials took place on the West Coast Main
Line and between Banbury and Oxford, where
sections were fitted with lineside Balises
passing tilt information to the onboard TASS
(Tilt And Speed Supervision) system.
The layout of the ‘Voyager’ sets was basic.
Each four-car set was formed of a Driving
Motor First, which has a full width driving
cab and transverse walkway behind. A door
led into a galley, from where first (or Club)
class food and catering was provided. A
transverse walkway with a single folding plug
door on each side, led into the first (Club)
class passenger saloon, set out in the 2+1 style
with seats for 26. A disabled access toilet was
provided at the inner end, together with a
further transverse gangway with doors on
either side.
Coupled to the DMF was a Motor Standard,
with seating for 62 in the 2+2 style with seats
in a mix of facing and airline. Three luggage
stacks were provided through the vehicle and
at one end was a further disabled access toilet
compartment. Transverse gangways were
provided at each end. The second intermediate
vehicle was another TS, but this housed a
shop, to provide standard class catering, this
reduced the seating to 58 in the 2+2 style. The
second driving car, classified as DMS had a
standard full width driving cab, transverse
walkway with a cycle stowage area before the
passenger doors. The seating saloon was for
42 standard class passengers in the 2+2 mode.
A disabled access toilet was provided at the
inner end.
Modern Locomotives Illustrated - 'Voyager' 'Pioneer and 'Meridian' Class 220-222
The seating and interior layout was identical
on the longer five car Class 221 ‘tilt’ sets, the
extra vehicle being a second MS coupled
between the DMS and MS coach, seating was
for 62. All Voyager stock is fitted with full
air conditioning and current sports T-Mobile
supplied wifi technology
As soon as the media saw the Voyager
sets under construction in Belgium, it
became apparent that the stock would be
totally inadequate in terms of passenger
accommodation for their intended routes,
with in many cases a four car train replacing a
previously operated 8-10 car formation.
By 1999 changes were made at the top of
the Virgin Rail structure when the original
Managing Director Brian Bennett ‘retired’ and
was replaced by Chris Green, probably one
of the finest railway managers the UK has
ever seen and the person responsible for the
huge success of ScotRail, Network SouthEast
and the final years of InterCity. Chris faced a
massive problem, to introduce the ‘Voyager’
fleet and overcome massive problems with
train design and size. Soon after the first
sets were introduced, while media spin
was placed on their introduction, behind
the scenes problems existed. This mainly
concerned huge overcrowding and a massive
number of customer complaints on vehicle
interiors, wth insufficient seats and luggage
space compounded by issues with the toilets
which left a smell lingering throughout the
train. In some cases the overcrowding issue
was answered by running a more frequent
service, but this was not sustainable on the
failing Network Rail system. Double sets
(8, 9 or 10-vehicle) formations were used on
some routes, but soon Virgin Trains' ambition
to launch Operation Princess, transforming
the ageing and dilapidated 'Cinderella'
CrossCountry to a 'Princess' network by late
September 2002 failed, with the trains and
network unable to cope with the demands. It
was not long before a number of routes were
abandoned and massive changes made to the
service plan. Full service stability did not come
for a long time.
Upon delivery to the UK, the Class 220 and
221 fleets were allocated to a new purpose-
built depot at Central Rivers near Burton-
on-Trent on the main Birmingham-Derby
line, this was operated by Bombardier under
a life maintenance package purchased with
the stock acquisition. The Central Rivers
Left:
Although the final assembly of the Virgin
Class 220 and 221 stock was shared between
Bombardier plants in Bruges, Belgium and
Wakefield in the UK, all 352 bodyshells were
assembled at the Bruges plant and pre-painted.
Those for assembly in the UK were then shipped by
road to Yorkshire, and a number were frequently to
be found stored on body support stands adjacent
to the Wakefield factory awaiting workshop space.
In this view recorded on 13 December 2001, nine
Class 221 vehicles are to be seen.
CJM
4
Modern Locomotives Illustrated
: Issue 221
facility could carry out virtually all levels of
work, ranging from service exams to major
component exchanges or damage repairs.
In addition, satellite maintenance facilities
were set up, including Bristol Barton Hill and
Three Bridges, as well as using space at other
regional depots.
As built, sets were painted in Virgin
Trains silver and red livery, offset by a
yellow warning end and black cab-window
surround.
Apart from the ongoing overcrowding
problems, not helped by the need to remove
some seats to provide extra luggage space, a
number of serious operational problems befell
the fleet; the most public was seawater ingress
into roof-mounted electrical boxes when
Above:
When the Virgin 'Voyager' stock was being
fabricated in the Bombardier Bruges factory, up
to 40 body shells could be seen at the plant at one
time, in the frame and side assembly area, in the
fabrication jigs, in the paint shop and those for
finishing off at the plant in the main assembly
area. A Class 220 non-tilt driving car is seen under
body assembly.
CJM
traversing the Devon sea wall in the Dawlish
and Teignmouth area at times of rough seas.
Several sets failed completely and had to be
hauled away with massive disruption to other
services. Modifications to the electrics reduced
the problem, but not before great damage
was done to the Virgin name and the Voyager
brand. This problem is still prevalent today
after 16 years in service, with the present
operator Arriva CrossCountry abandoning the
service when rough seas are forecast. Other
serious problems included exhaust fires, which
was attributed to incorrect maintenance.
The construction of the final four tilting
Voyager sets as four-car units was to operate
on North Wales services, where patronage
levels were such that a four-car set was
deemed suitable.
Traction equipment for the Voyager fleet
is provided by one Cummins QSK19 diesel
engine set to deliver 750hp (560kW) per
vehicle at 1800rpn. The sets are diesel-electric
and the prime mover feeds an Alstom Onix
traction package, with each four-car set having
an output of 3,000hp (2,240kW ) and a five
car set 3,750hp (2,796kW). The sets top speed
is 125mph (201km/h), one wheelset of each
bogie being powered. Two different designs of
bogie are fitted to the Voyager fleet. The non-
tilt Class 220 sets car carried on a Bombardier
design B5005 inside-frame light weight bogie,
while the Class 221 tilting sets are mounted
on a heavyweight outside frame Bombardier
HVT Y36 bogie. End connections on all sets
Right:
The main body structure for the driving cars
was assembled first and then the cab structure was
formed in a separate part of the factory and then
united with the pre-built body section. Here a body
section mounted on a mobile support stand, shows
the full length frame awaiting the arrival of the
cab module.
CJM
Modern Locomotives Illustrated
: Issue 221
5

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