The Anonymous Widower

East West Railway Company To Start Second Phase Of Rolling Stock Procurement

The title of this post, is the same as that of this press release from East West Rail.

These are the three introductory paragraphs.

East West Railway Company (EWR Co) is to restart market engagement with potential train suppliers, as its rolling stock procurement process enters a new phase.

The move follows an initial phase of procurement activity, which EWR Co concluded earlier in the year. A new PIN Notice has been published today to restart engagement with potential suppliers, which includes a set of technical specifications taking account of feedback from the market gained during the initial procurement phase.

This procurement aims to secure a short-term, interim solution to leasing a small fleet of self-powered trains for the Western Section of East West Rail.

The press release has a link to the Prior Information Notice or PIN Notice on the EU database.

along with all the usual contact and other details, this is said about the specification.

The East West Railway Company (EWR Co.) is looking to leasing a fleet of 12 or 14 x 3 car self-powered units with modifications including European Train Control System (‘ETCS’) Level 2 and Driver Controlled Operation (‘DCO’) capability, supported by a full maintenance package (under a ‘wet’ lease). These units will ensure timely operation of EWR’s Western Section Phase 2 between Oxford, Milton Keynes, Bedford and Aylesbury. The lease duration would be 4 years, with an option to extend for 2 years.

The date of the notice is the 10th of November 2020, so it has been recently updated.

I commented on these trains in March 2020, when I wrote EWR Targets Short-Term Fleet Ahead Of Possible Electrification.

In the intervening eight months, a lot have things have happened.

Awareness Of Green Issues

The Covid-19 pandemic has arrived, with all its ferocity and seems to be moving people in the direction of thinking about green issues and zero-carbon transport.

Type “build back greener UK” into Google and you get lots of articles. Some feature Boris Johnson, like this article on Business Green, which is entitled Boris Johnson To Pledge To ‘Build Back Greener’.

I don’t think the public, myriad engineers and scientists and a good selection of politicians will find it appropriate for the East West Railway to use any rolling stock, that is not zero-carbon and powered by renewable energy.

Hitachi Have Launched The Regional Battery Train In Conjunction With Hyperdrive Innovation

In July 2020, I wrote Hyperdrive Innovation And Hitachi Rail To Develop Battery Tech For Trains.

Hitachi had been talking for some time, that they were developing battery electric trains for the UK, but this was the first news of a route to their design, manufacture and into service.

Hitachi also published this YouTube video and this infographic of the train’s specification.

They have also called the train, the Hitachi Regional Battery Train.

My estimate is that Oxford and Bedford are under fifty miles apart, so if Hitachi’s train could be charged at both ends of the route, one of their trains could provide a self-powered service between Oxford and Bedford.

It seems that Hitachi have an off-the-shelf train, that fits the specification for the trains required by East West Railway.

Vivarail Have Launched A Fast Charge System

Battery electric trains, like electric vehicles are not much use, if you can’t charge them when it is needed.

The initial Service Pattern of the East West Railway is given in the Wikipedia entry of the East West Railway.

  • Two trains per hour (tph) – Oxford and Milton Keynes Central via Oxford Parkway, Bicester Village, Winslow and Bletchley.
  • One tph – Oxford and Milton Keynes via Oxford Parkway, Bicester Village, Winslow, Bletchley, Woburn Sands and Ridgemont.
  • One tph – Aylesbury and Milton Keynes Central via Aylesbury Vale Parkway, Winslow and Bletchley.

There are four terminal stations.

  • Aylesbury – No electrification
  • Bedford – Full Electrification
  • Milton Keynes Central – Full Electrification
  • Oxford – No electrification

The existing electrification could be used at Bedford and Milton Keynes Central, whereas some type of charging system, would be needed at Aylesbury and Oxford.

It appears that Adrian Shooter of Vivarail has just announced a One-Size-Fits-All Fast Charge system, that has been given interim approval by Network Rail.

I discuss this charger in Vivarail’s Plans For Zero-Emission Trains, which is based on a video on the Modern Railways web site.

There is more about Vivarail’s plans in the November 2020 Print Edition of the magazine, where this is said on page 69.

‘Network Rail has granted interim approval for the fast charge system and wants it to be the UK’s standard battery charging system’ says Mr. Shooter. ‘We believe it could have worldwide implications.’

Vivarail’s Fast Charge system would surely be a front-runner for installation at Aylesbury and Oxford, if battery electric trains were to be run on the East West Railway.

Choosing A Train

East West Rail have said the following about the train specification.

  • Three cars
  • Self-powered
  • European Train Control System (‘ETCS’) Level 2 and Driver Controlled Operation (‘DCO’) capability
  • Available on a wet lease, that includes a full maintenance package

The press release from East West Rail and other documents mentions between twelve and fourteen trains will be leased.

In Trains Needed For The East West Railway, I calculated that the proposed services could need around eight or nine trains.

This must mean one of three things.

  • There are plans for extra services.
  • There are plans for the proposed services to be extended.
  • Trains will run some services in pairs.

Because, of the last reason, the trains must have the ability to run in pairs.

As sections of the East West Railway are being built for 100 mph operation, the trains must also have a 100 mph capability.

When I talked briefly about green issues earlier, I said that I felt the trains should be zero-carbon, which would rule out diesel.

That leaves two options for self-powered operation; battery electric or hydrogen.

So what trains fit the specification?

British Rail Era Trains

A large number of British Rail era trains could be suitable for updating for interim use on the East West Railway.

I even suspect, some fantasist will suggest using shortened versions of InterCity 125 trains, as are used in South-West England and Scotland.

But let’s be serious and not insult the intelligence of the three world-leading universities on the final route of the East West Railway.

A lot of money is also being spent on this railway and tarted-up forty-year-old trains would not encourage people to use the new railway.

Class 170 Trains

There are eighty-seven three-car Class 170 trains with various operators, some of which will be surplus to requirements, as they are being replaced with new trains.

But they are diesel, so surely they don’t fit my perceived need for zero-carbon trains.

That would have been true until a couple of weeks ago, when as I wrote in Vivarail’s Plans For Zero-Emission Trains, Adrian Shooter of Vivarail disclosed an audacious plan to convert, diesel trains into zero-carbon battery electric trains.

Class 170 trains like this were on the list of possible conversions.

  • They 100 mph trains.
  • Some are three-cars.
  • They meet all the disability regulations.
  • They have been used for services much longer than Oxford and Bedford.

They could also start the service as diesel trains and gradually converted to battery electric, if this would be better for operation.

Class 175 Trains

The three-car 100 mph Class 175 trains could be a possibility as there are fifteen trains, but they have two problems.

  • They are powered by diesel.
  • They probably won’t be available until 2023.

So I think they can be ruled out.

Class 185 Trains

All the fifty-one Class 185 trains are currently in service with TransPennine Express. They are due to release fifteen trains in 2021 and it was thought that these trains were in prime position for becoming the interim trains for East West Railway.

  • They 100 mph trains.
  • Some are three-cars.
  • They meet all the disability regulations.
  • They have been used for services much longer than Oxford and Bedford.
  • The fleet is the right size.

But then the Department of Transport decided to change their plans for the Liverpool and Norwich service.

I wrote about one journey on the overcrowded section of this service in Mule Trains Between Liverpool And Norwich.

The picture shows the inadequate train formed of an assorted collection of Class 153 trains, I took from Liverpool to Sheffield.

The service is now being split at Nottingham and East Midlands Railway will receive the released Class 185 trains for the Liverpool and Nottingham portion of the service.

A fleet of these Class 185 trains will surely offer more comfort on a very busy service.

So it is looking unlikely that Class 185 trains will be used on the East West Railway.

Class 220, 221 and 222 Trains

These three fleets of Voyager trains could be a possibility, as they can be shortened to three-car trains.

But they have disadvantages.

I think it is unlikely, that these trains will be used on the East West Railway.

Class 350 Trains

There are thirty-seven Class 350 trains, that were built only twelve years ago, that have been retired. The owner; Porterbrook are planning to convert them into battery electric versions, which they have called BatteryFLEX trains.

Unfortunately, they are four-cars and unlike other trains, it doesn’t appear that they can be shortened to three cars.

Class 375, 377, 379 and 387 Trains

These four fleets of Electrostar trains could be a possibility for running as battery electric trains.

  • Some are three-car trains and four-car trains can be converted to three-car trains, by simply removing a car.
  • They are 100 mph trains.
  • Bombardier converted a Class 379 train for battery operation and I have heard or seen no adverse reports from either passengers, rail staff or journalists.
  • They can work in multiple formations.
  • They are all wired for dual-voltage operation.
  • Pantographs wells have already been fitted to trains that normally work using 750 VDC third-rail electrification.

The picture shows the Class 379 train, that was converted to battery electric operation.

The Class 379 trains, also have the advantage, that there is a fleet of thirty trains, that are being replaced by Greater Anglia, who are homeless.

If I were the owner of the Class 379 trains, I’d do the following.

  • Convert them all into battery electric trains.
  • Shuffle cars around to get a mix of three-, four- and five-car trains to match market opportunities.
  • Make them compatible with Vivarail’s Fast Charge system.
  • Do a licensing deal with Vivarail, so I could supply the chargers.

This plan has some big advantages.

  • Battery electric operation of the Class 379 trains has been successfully proven.
  • Some Class 379 trains are already available for conversion, as they have been replaced by Greater Anglia.
  • The trains could easily be delivered in time for the opening of the East West Railway.
  • The trains would not need to be replaced, if the East West Railway was to be fully electrified in the future.
  • If I leased out all the Class 379 trains, I’m fairly sure that I could acquire some other Electrostars to convert.

The trains would surely be ideal for the Uckfield Branch and Ashford and Hastings, which are to be run by battery electric trains.

  • The order for these services is still to be announced.
  • This use would be a trial application of the highest quality.
  • I suspect that five-car trains would be ideal for these Southern routes.
  • In Battery Electrostars And The Uckfield Branch, I estimated that Southern would need twelve five-car trains for the Uckfield Branch and four trains for the Ashford and Hastings service.

It looks to me, the thirty four-car Class 379 trains could be converted into the following battery electric trains.

  • Twelve five-car trains for the Uckfield Branch.
  • Four four-car trains for Ashford and Hastings.
  • Fourteen three-car trains for the East West Railway.

Using battery electric Class 379 trains for the East West Railway, the Uckfield Branch and Ashford and Hastings. looks from the engineering, numbers and financial points of view to be a very efficient proposition.

Class 385 Trains

As I indicated earlier, Hitachi have the technology to create a Class 385 train with a battery capability.

  • They appear to be talking to ScotRail.
  • Are they talking to Vivarail about using their Fast Charge system?
  • As the trains would be new, East West Railway would get trains to their specification.

Battery electric Class 385 trains must be a serious proposition.

Class 600 Trains

The Class 600 train could be an interesting possibility.

The trains can be powered by both hydrogen and overhead or third-rail electrification.

  • The trains are three-cars long.
  • They are 100 mph trains.
  • First in-service dates are scheduled for 2024, which could be convenient.
  • The trains will have a state-of-the-art Renatus interior.
  • They will not need charging and could probably be refuelled as infrequently as only once per day.

I am not worried, by the train being powered by hydrogen, but because of the large tanks in the train, the passenger capacity will be lower, than a diesel, electric or battery electric train of a similar length.

I suspect though, that Alstom will be pitching for the order.

Aventras

In this article in Global Rail News from 2011, which is entitled Bombardier’s AVENTRA – A new era in train performance, gives some details of the Aventra’s electrical systems. This is said.

AVENTRA can run on both 25kV AC and 750V DC power – the high-efficiency transformers being another area where a heavier component was chosen because, in the long term, it’s cheaper to run. Pairs of cars will run off a common power bus with a converter on one car powering both. The other car can be fitted with power storage devices such as super-capacitors or Lithium-ion batteries if required. The intention is that every car will be powered although trailer cars will be available.

Unlike today’s commuter trains, AVENTRA will also shut down fully at night. It will be ‘woken up’ by remote control before the driver arrives for the first shift

This was published over nine years ago, so I suspect Bombardier have refined the concept.

Bombardier have not announced that any of their trains have energy storage, but I have my suspicions, that both the Class 345 and Class 710 trains use super-capacitors or Lithium-ion batteries, as part of their traction system design.

I believe that Bombardier, have the ability to build an Aventra to this specification.

  • Three-cars
  • 100 mph running
  • Sixty mile range on battery power.
  • Dual voltage.
  • Ability to work in pairs.

Like the Hitachi trains, they would be new build.

CAF

CAF have proposed a battery electric train based on the Class 331 train, which I wrote about in Northern’s Battery Plans.

It is a four-car development of the three-car Class 331 trains.

Can it be built as a three-car train to fit the specification?

Conclusion

There are some good candidates sir supplying an interim fleet of trains for the East West Railway.

My money’s on one of the following.

  • New Hitachi Class 385 trains
  • Converted Class 379 trains.
  • New Aventras

All would be battery electric trains.

But there is a change that Alstom’s Class 600 hydrogen trains could be used.

 

 

 

 

 

 

November 14, 2020 Posted by | Hydrogen, Transport | , , , , , , , , , , , , , | 9 Comments

Trains Needed For The East West Railway

This is a simple calculation, that I need to write East West Railway Company To Start Second Phase Of Rolling Stock Procurement.

I shall first calculate the length of the proposed services on the East West Railway.

The Distance Between Oxford and Bedford Stations

Looking at various legs I get the following distances.

  • Oxford and Bicester Village stations – 11.7 miles from Real Time Trains.
  • Bicester Village and Bletchley – 18.6 miles from Google Maps, using a large screen and a ruler.
  • Bletchley and Bedford – 16.5 miles from the Wikipedia entry for the Marston Vale Line.

These distances give a total distance of 46.8 miles

The Distance Between Oxford and Milton Keynes Central Stations

Looking at various legs I get the following distances.

  • Oxford and Bicester Village stations – 11.7 miles from Real Time Trains.
  • Bicester Village and Bletchley – 18.6 miles from Google Maps, using a large screen and a ruler.
  • Bletchley and Milton Keynes Central – 3.1 miles from Real Time Trains.

These distances give a total distance of 33.4 miles

The Distance Between Aylesbury and Milton Keynes Central Stations

Looking at various legs I get the following distances.

  • Aylesbury and Aylesbury Vale Parkway – 2.3 miles from Real Time Trains.
  • Aylesbury Vale Parkway and Bletchley – 20.5 miles from Google Maps, using a large screen and a ruler.
  • Bletchley and Milton Keynes Central – 3.1 miles from Real Time Trains.

These distances give a total distance of 25.9 miles

Journey Timings

This page on the Bedford Borough Council web site, gives a timing of sixty minutes between Bedford and Oxford.

Looking at routes between Cambridge, Ipswich and Norwich, this sixty minute timing is not unreasonable, when compared to Norwich and Ipswich, which is 46.2 miles and takes about 45 minutes on a railway with an operating speed of 100 mph.

The only thing I would say, is that if it were possible to run a train between Bedford and Oxford in an hour including the turnback time, this would give advantages.

  • The round trip would be two hours.
  • It would be easy to organise a clock-face timetable, that left at the same time each hour from both terminal stations and all the intermediate stations.

I will assume that a two hour round trip is feasible.

Using this speed, I can estimate journey times for the other services.

  • Oxford and Milton Keynes Central Stations – 43 minutes
  • Aylesbury and Milton Keynes Central Stations – 33 miles

Comfortable two hour round trips would be possible.

Number Of Trains Needed

As each service could be a two hour round trip, they would need just two trains for an hourly service and four trains for a two trains per hour (tph) service.

The services, their frequencies and the number of required would be as follows.

  • Oxford and Bedford – one tph – two trains
  • Oxford and Milton Keynes Central Stations – two tph – four trains
  • Aylesbury and Milton Keynes Central Stations – one tph – two trains

Note.

  1. That is a total of eight trains.
  2. If a three hour round trip is needed for Oxford and Bedford, then an extra train will be needed.

It is slightly surprising, that the interim fleet is between twelve and fourteen trains according to this article on Railnews, which is entitled East West Rail Takes Next Step Towards New Trains.

 

November 14, 2020 Posted by | Transport | | 4 Comments