I suspect it will. I suppose in extremis the DfT could buy up the IP and rights and then contract out Colas to maintain it or something.
You would have still needed the closure of the Island Line to make them fit on the line as needed.
At least having been through the Vivarail treatment means that the 484s are, mechanically and internally, a massive step up.
As I’ve pointed out, this is why they had been working in an R&D direction, rather than simply converting EMUs.
Would a company like Eversholt be interested in buying all or part of Vivarail to continue the Greenford and 321 battery conversion projects?
Battery technology isn’t exactly proven on UK rail… but it certainly isn’t vanity.
To be honest, much as I like the D Stock and Class 230/484, it was absolutely obvious that this project (which is a vanity project, yes) was an extreme risk and highly likely to become something immense, so while I offer sympathies to Vivarail staff, I wouldn't be surprised if little of them expected to stay there very long. That said, remarkably unfortunate if jobs are at risk.
The technology itself isn’t vanity, and further to the point, I certainly am not aware of any other OEMs in a position to roll out battery-equipped trains with fast charge capability. Hence Eversholt’s interest in buying in Vivarail technology for their Class 321s
The battery and hydrogen ideas have all been more recent. The original plan, when you think about it, to take a load of 70s Tube stock and mass convert them into the next "Pacer" - as it was originally envisioned these would rule the branch lines and less well-patronised rural routes of the UK - was a vanity project. I reckon the fact three TOCs took them and actually brought the idea to fruition is very surprising and against the odds.
Is that not the point of a sales/marketing department?
I'm not criticising their plan, but simply saying that most people will not take on a role in such an ambitious project with the utmost confidence that it will succeed as a long-term thing.
It’s not as if Hitachi or Alstom wouldn’t do the same. Why would any train manufacturer talk down their own product.
The statement says a backer pulled out.
Vivarail themselves are saying this is still going ahead. Of course, what they say and what actually happens may be 2 different things.
It is absolutely not a vanity project. You don't buy a sizeable proportion of the D stock fleet for a vanity project.
The 230s were obtained as an interim solution which should have been cheaper than new dmus. The WAG have made it quite clear that they want a through service to Liverpool asap. For that, a derivative of Class 777 will be required. Once the battery and fast charge concepts have been proven in service, expect further progress on this plan.The mind does boggle as to why TfW didn't just order a few more 197s, though. Having said that this one I'm on is going nowhere fast...
The UK system doesn't have Chapter 11 like the US. Unless a new investor is already lined up (a pre pack) or the company has very good prospects. Administration for a UK company very quickly leads to liquiation.
That's almost a given, while as mentioned physical line alterations were required, replacing 80 year old stock with broadly similar stock half as old would be quite in order. As said after a refurb it would have saved a few bob.
Bingo - some find it far too easy to belittle engineers who, let's face it, are the reason railways exist.