This time last year, Rail Engineer reported on West Midlands Trains’ (WMT) rolling stock and depots programme (Issue 209, July-August 2024). WMT is the operator of suburban services radiating from Euston as well as operating inter-urban services from Euston to Crewe and Birmingham New Street to Liverpool Lime Street under the London Northwestern Railway brand (LNR).
In addition to suburban services radiating from Birmingham New Street under the West Midlands Railway brand (WMR), it also operates three branch lines: Watford Junction to St Albans Abbey; Bletchley to Bedford; and Stourbridge Junction to Stourbridge Town, the latter using the unique Parry People Movers.
Improved experience
In 2017, WMT ordered 80 Class 196 DMU vehicles from Construcciones y Auxiliar de Ferrocarriles (CAF), formed into 14, four-car and 12, two-car units. It also ordered 324 Class 730 EMU vehicles from Bombardier (now Alstom) formed into 48, three-car and 36, five-car units.
On 9 June this year, the first two units of the latter new fleet – the Class 730/2 – entered service. When all are in service they will replace 37, four-car Class 350/2 units. These new trains are financed by Corelink and will be based at an extended and refurbished Bletchley depot financed by Porterbrook.
The electric Class 730/2 fleet is made up of 36 five-carriage trains – a total of 180 new carriages – bringing an overall 20% increase in capacity on routes to and from Euston. Featuring open gangways, charging points at every seat, and intelligent air conditioning, WMT says these modern trains will significantly improve the passenger experience.
“Our fantastic Class 730/2 fleet is the cornerstone of our £1billion investment into the railway,” said Ian McConnell, LNR managing director. “These trains will make a real difference, bringing more capacity and modern features to the millions of commuters and leisure travellers who use our services to and from London each year.
“We are excited to bring these new electric trains onto our network, with the whole fleet expected to be rolled out by the end of 2026. I am certain they will prove a hit with our customers.”
Delayed delivery
Entry into service of the new fleet was delayed due to a high level of noise inside the cabs when running at speeds of over 90mph. Additionally, problems had been found with the Automatic Selective Door Opening system, master input/output unit analogue to digital converter, passenger information screens, water ingress, and battery chargers.
Alstom worked hard to address these issues and, with a substantial number of the units completed, driver training began just after Easter, during which time further units with modifications were accepted by WMT.
“We are all incredibly proud to see the Class 730/2 fleet enter service,” said Rob Whyte, Alstom’s UK and Ireland managing director.
“These state-of-the-art trains represent a major step forward in sustainable, high-capacity rail travel and are a testament to the dedication and expertise of our teams. This milestone reinforces Alstom’s commitment to delivering innovation that transforms the passenger experience and supports the future of British rail.”
The trains will primarily be maintained at LNR’s traction maintenance depot in Bletchley, Buckinghamshire, which has undergone £80 million in upgrade work to accommodate them. The works included a depot shed extension, new electrified and non-electrified sidings with servicing and cleaning facilities, refurbishment of existing offices, storage and welfare facilities, and an upgraded car park layout with more efficient access.
Rail Engineer’s Malcolm Dobell was among the first passengers to experience a ride aboard the 730/2 trains. Here he gives us his verdict.
First impressions
“Two five-car units of Class 730/2 (730-213 and 730-233) formed the first passenger service trip on the 16:19 service from London Euston to Northampton. Why is this notable? This is the first Alstom Aventra fleet capable of 110mph.
“I joined the train for a short ride from Milton Keynes Central to Northampton. It was an inauspicious start as it had been 10 minutes late leaving Euston and throughout its journey. At first sight the steps/gaps seemed to be bigger than those of the Class 350s and it took a long time for the doors to be released – much longer than the already slow process on the Class 350. One could tell that those on board were frustrated and were jabbing the door buttons as they glowed red when pressed but were not enabled. This was probably a matter of crew familiarisation.
“On-board, the train felt quiet, and the seats seemed to be comfortable but somewhat upright. It is impressive looking along the train, with its longer cars (24 metres compared with 20 metres) and open wide gangways. The ride was smooth, and it was easy to walk from car to car in response to automated announcements saying that only the doors on cars one to seven would open at Northampton. In the event, the platform was more than long enough, and all the doors opened. Apparently this is a software bug.
“The train is spacious with enough legroom and the usual 230V AC and USB A sockets. There were plenty of table seats, and there was a very large multi-purpose area adjacent to the accessible toilet. With fewer, longer cars, it provides more seats than on a Class 350. A 10-car Class 730/2 has 812 seats whereas a 12-car Class 350/1/3/4 has 690. The Class 350/2 had more seats but in an uncomfortable 3+2 format. It is understood that 10-car operation is planned for London Northwestern’s popular and busy Euston-Crewe line where current eight-car trains (circa 460 seats) are often overcrowded even in the middle of the day.
“Milton Keynes to Euston is my most frequent journey and I therefore have a vested interest in the success of this fleet.
“I wish them well.”
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