Bombardier And Hitachi Come Up With Similar Car Lengths
In an article in the October 2019 Edition of Modern Railways, which is entitled EMR Kicks Off New Era, more details of the new Hitachi bi-mode trains for East Midlands Railway are given.
This is said.
The first train is required to be available for testing in December 2021 with service entry between April and December 2022.
The EMR bi-modes will be able to run at 125 mph in diesel mode, matching Meridian performance in a step-up from the capabilities of the existing Class 80x units in service with other franchises. They will have 24 metre vehicles (rather than 26 metres), a slightly different nose to the ‘800s’ and ‘802s’, and will have four diesel engines rather than three.
I will examine this extract further.
Car Length
If you look at Bombardier’s Class 720 train, the five-car trains are 122 metres long, giving a 24 metre car length.
The ten car Class 720 train is 243 metres long, which is a similar length to three Class 360 trains running as a twelve-car train and only a few metres longer than three Class 321 trains running together.
This must be good for Greater Anglia’s train renewal, as it will minimise expensive platform lengthening.
It looks to me, that two of the new EMR InterCity trains running as a pair will be of a similar length to a twelve-car formation of Class 360 trains.
Consider.
- As trains for EMR InterCity and EMR Electrics will share platforms at some stations, platform lengthening will again be minimised.
- If you divide 240 by 10, you usually get the same answer of 24.
- But if 26 metre cars were to be used, a nine-car EMR bi-mode would be 234 meres long. and two five-car trains working together would be 260 metres long.
- Twelve-car Class 700 trains are 242.6 metres long.
These points lead me to believe that 24 metre cars are a better length for the Hitachi trains as ten-car formations are the same length as twelve-car formations of many of the UK’s older multiple units.
Maximum Speed On Diesel
Consider.
- Various places on the Internet say that the maximum speed on diesel of a Class 800 train is 118 mph.
- Maximum speed of a train is probably more determined by the aerodynamic drag of the train, which is proportional to the square of the speed.
- So if a Class 800 train needs 3 * 560 kW to maintain 118 mph, it will need 1885 kW or 12.2 percent more power to maintain 125 mph
- A fourth 560 kW diesel engine will add 33.3 percent more power.
This rough calculation shows that a fourth engine will allow the train to more than attain and hold 125 mph on the same track where a Class 800 train can hold 118 mph.
But adding a fourth engine is a bit of a crude solution.
- It will add more dead weight to the train.
- It will be useful when accelerating the train, but probably not necessary.
- It will add more noise under the train. Especially, if four cars had engines underneath.
- It could cause overheating problems, which have been reported on the current trains.
I’ll return to this later.
Aerodynamics
Power required to maintain 125 mph can be reduced in another much more subtle way; by improving the aerodynamics.
- I have stood on a platform, as an Aventra has silently passed at speed. It is very quiet, indicating that the aerodynamics are good.
- But then Bombardier are an aerospace company as well as a train builder.
I’ve no idea if a Bombardier Class 720 train has less aerodynamic drag, than a Hitachi Class 800 train, but I’m sure that aerodynamic wizards from Formula One could improve the aerodynamics of the average modern train.
Could better aerodynamics explain why the EMR InterCity bi-modes are stated to have a different nose?
Look at the noses on these Spanish High Speed trains, which were built by Talgo!
Are they more aerodynamic? Do they exert a higher down-force making the train more stable?
They certainly are different and they obviously work., as these are very fast trains.
Incidentally, these trains, are nicknamed pato in Spanish, which means duck in English.
Aerodynamic drag is proportional to a drag coefficient for the object and the square of the speed.
Let’s assume the following.
- The drag coefficient for the current train is d.
- The drag coefficient for the train with the aerodynamic nose is a.
- The terminal velocity of the train with the aerodynamic nose is v.
If the current Class 800 train travels at 118 mph on full power of 1680 kW, what speed would the train with an improved aerodynamic nose do on the same power, for various values of a?
If the new nose gives a five percent reduction in aerodynamic drag, then a = 0.95 * d, then the maximum speed of the train will be given by this formula
d * 118 * 118 = .0.95 * d * v* v
Solving this gives a speed of 121 mph.
Completing the table, I get the following.
- A one percent reduction in drag gives 119 mph
- A two percent reduction in drag gives 119 mph
- A three percent reduction in drag gives 120 mph
- A four percent reduction in drag gives 120 mph
- A five percent reduction in drag gives 121 mph
- A six percent reduction in drag gives 122 mph
- A seven percent reduction in drag gives 122 mph
- An eight percent reduction in drag gives 123 mph
- A nine percent reduction in drag gives 124 mph
- A ten percent reduction in drag gives 124 mph
- An eleven percent reduction in drag gives 125 mph
I can certainly understand why Talgo have developed the duck-like nose.
The conclusion is that if you can achieve an eleven percent reduction in drag over the current train, then with the same installed power can raise the speed from 118 mph to 125 mph.
Why Have A Fourth Engine?
If aerodynamics can make a major contribution to the increase in speed under diesel, why add a fourth engine?
- It might be better to fit four slightly smaller engines to obtain the same power.
- It might be better to put a pair of engines under two cars, rather than a single engine under four cars, as pairs of engines might share ancillaries like cooling systems.
- Extra power might be needed for acceleration.
- Four engines gives a level of redundancy, if only three are needed to power the train.
I wouldn’t be surprised to find out, that Hitachi are having a major rethink in the traction department.
Will The Trains Have Regenerative Braking To Batteries?
I would be very surprised if they don’t, as it’s the only sensible way to do regenerative braking on diesel power.
Will The Trains Be Built Around An MTU Hybrid PowerPack?
This or something like it from Hitachi’s diesel engine supplier; MTU, is certainly a possibility and it would surely mean someone else is responsible for all the tricky software development.
It would give the following.
- Regenersative braking to batteries.
- Appropriate power.
- Easier design and manufacture.
- MTU would probably produce the sophisticated power control system for the train.
- MTU could probably produce a twin-engined PowerPack
Rolls Royce MTU and Hitachi would all add to the perception of the train.
I would rate Hitachi using MTU Hybrid PowerPacks quite likely!
Would Two Pairs Of Engines Be Better?
The current formation of a five-car Class 800 train is as follows.
DPTS-MS-MS-MC-DPTF
Note.
- Both driver cars are trailers.
- The middle three cars all have generators, that are rated at 560 kW for a Class 800 train and 700 kW for a Class 802 train.
- Take a trip between Paddington and Oxford and you can feel the engines underneath the floor.
- The engines seem to be reasonably well insulated from the passenger cabin.
The system works, but could it be improved.
If I’m right about the aerodynamic gains that could be possible, then it may be possible to cruise at 125 mph using a power of somewhere around 1,800 kW or four diesel generators of 450 kW each.
Putting a diesel generator in four cars, would mean one of the driver cars would receive an engine, which might upset the balance of the train.
But putting say two diesel generators in car 2 and car 4 could have advantages.
- A Class 800 train has a fuel capacity of 1,300 litres, which weighs 11.06 tonnes. and is held in three tanks. Would train dynamics be better with two larger tanks in car 2 and 4?
- Could other ancillaries like cooling systems be shared between the two engines?
- Could a substantial battery pack be placed underneath car 3, which now has no engine and no fuel tank?
- As the engines are smaller will they be easier to isolate from the cabin?
The only problem would be fitting two generators underneath the shorter 24 metre car.
What size of battery could be fitted in car 3?
- According to this datasheet on the MTU web site, the engine weighs between five and six tonnes.
- I think this weight doesn’t include the generator and the cooling systems.
- Removing the fuel tank would save 3.7 tonnes
I suspect that a ten tonne battery could replace the diesel engine and its support systems in car 3..
On current battery energy densities that would be a battery of around 1000 kWh.
In How Much Power Is Needed To Run A Train At 125 mph?, I estimates that an electric Class 801 train needs 3.42 kWh per vehicle mile to maintain 125 mph.
This would give a range of almost sixty miles on battery power.
The battery would also enable.
- Regenerative braking to batteries, which saves energy at station stops.
- Diesel engines would not need to be run in stations or sensitive areas.
- Battery power could be used to boost acceleration and save diesel fuel.
You can almost think of the battery as an auxiliary engine powered by electrification and regenerative braking, that can also be topped up from the diesel generators.
It should also be noted, that by the time these trains enter service, the Midland Main Line will be electrified as far as Kettering and possibly Market Harborough.
This will enable the following.
- Trains will leave the electrification going North with a full battery.
- As Nottingham is less than sixty miles from Kettering and the trains will certainly have regeneratinve braking, I would not be surprised to see Northbound services to Nottingham being almost zero-carbon.
- A charging station at Nottingham would enable Southbound services to reach the electrification, thus making these services almost zero-carbon.
- Trains would be able to travel between Derby and Chesterfield, which is only 23 miles, through the World Heritage Site of the Derwent Valley Mills, on battery power.
- Corby and Melton Mowbray are just 26 miles apart, so the bi-mode trains could run a zero-carbon service to Oakham and Melton Mowbray.
- Trains could also run between Corby and Leicester on battery power.
- If and when the Northern end of the route is electrified between Sheffield and Clay Cross North Junction in conjunction with High Speed Two, the electrification gap between Clay Cross North Junction and Market Harborough will be under seventy miles, so the trains should be able to be almost zero carbon between London and Sheffield.
It does appear that if a battery the same weight as a diesel generator, fuel tank and ancillaries is placed in the middle car, the services on the Midland Main Line will be substantially zero-carbon.
What Would Be The Size Of |The Diesel Engines?
If the battery can be considered like a fifth auxiliary engine, I would suspect that the engines could be much smaller than the 560 kWh units in a Class 800 train.
Improved aerodynamics would also reduce the power needed to maintain 125 mph.
There would also be other advantages to having smaller engines.
- There would be less weight to accelerate and lug around.
- The noise from smaller engines would be easier to insulate from passengers.
- Engines could be used selectively according to the train load.
- Engines might be less prone to overheating.
The mathematics and economics will decide the actual size of the four engines.
Earlier, I estimated that a 10-11 % decrease in the trains aerodynamic drag could enable 124-5 mph with 1680 kW.
So if this power was provided by four engines instead of three, they would be 420 kW engines.
Conclusion
The Hitachi bi-modes for East Midlands Railway will be very different trains, to their current Class 80x trains.
Greater Anglia’s Norwich And Stansted Airport Service Starts On December 15th 2019
The annual December timetable change on December 15th 2019, will see Greater Anglia bringing in their new service between Norwich and Stansted Airport stations start as an hourly service.
The Route
Between Norwich and Ely stations, the route is on the Breckland Line.
- It is not electrified, except for a short section at the Norwich end.
- It is a full double-track, except for the single-track Trowse Bridge, that it shares with the Great Eastern Main Line on the approach to Norwich.
- The operating speed is between 75-90 mph.
- There are intermediate stations at Shippea Hill, Lakenheath, Brandon, Thetford, Attleborough, Spooner Row and Wymondham.
There is potential to increase the line speed, perhaps add some extra stations and remove the antiquated Trowse Bridge.
South from Ely through Cambridge to Stansted Airport, the route is a busy, fully-electrified double-track line.
The New Timetable
The Sunday journeys are as follows
- Journey time appears to be a couple of minutes over two hours both ways.
- Most services seem to leave Stansted at XX:09
- First Northbound train is 08:18
- Last Northbound train is 21:11
- Most services seem to leave Norwich at XX:03
- First Southbound train is 09:03
- Last Southbound train is 20:03
- Calling points appear to be Audley End, Wittlesford Parkway, Cambridge, Cambridge North, Ely, Brandon, Thetford, Attleborough and Wymondham.
Weekday services appear to be more-or-less similar.
- Northbound services take around 6-9 minutes less than two hours.
- Most services seem to leave Stansted at XX:48
- First Northbound train is 05:27
- Last Northbound train is 21:11
- Southbound services take around 3-9 minutes less than two hours.
- Most services seem to leave Norwich at XX:27 or XX:33
- First Southbound train is 08:33
- Last Southbound train is 19:27
- Calling points are the same.
My Observations follow.
Convenience And Capacity
It is currently actually quicker by a few minutes to use the following services.
- East Midland Railway’s service between Norwich and Ely
- CrossCountry’s service between Ely and Stansted Airport.
These two trains can be very overcrowded at times and the new four-car Class 755 trains are much better and have more capacity, than the other services, which are often just two-car Class 158 or Class 170 trains.
Two Trains Per Hour Between Norwich And Stansted Airport
It also appears that the service with the single change at Ely will still be possible after the timetable change.
Thjis means that Norwich and Stansted Airport will have a two trains per hour (tph) service.
Train Timings
It would appear that the times between Cambridge and Norwich are very similar before and after the timetable change.
So it doesn’t appear that Greater Anglia are taking advantage of the superior performance of the new Class 755 trains.
How Many Trains Will Greater Anglia Need For The Norwich And Stansted Airport Service?
The current service between Norwich and Cambridge stations has a three hour round trip, so three trains are needed to provide the hourly service.
It looks like the Norwich and Stansted Airport service has a four hour round trip, so four trains will be needed to provide the hourly service.
Extending the Norwich and Cambridge service to Stansted Airport needs just one extra train.
How many extra passengers will Greater Anglia attract?
Whittlesford Parkway Gets An Extra Hourly Service To And From Cambridge
The extended hourly service between Norwich and Stansted Airport will call at Whittlesford Parkway station, which will increase the frequency on the busy commuter route between the Parkway station and Cambridge City Centre.
When we lived near Newmarket and C was practising as a barrister, she would sometimes go to Norwich up to tyree times a week. I wouldn’t be surprised to find that travellers between Whittlesford Parkway and Norwich stations are rather more numerous than the forecast.
- The train will take about ninety minutes and driving about seventy-five.
- The Class 755 trains have wi-fi.
- There is a lot of parking at Whittlesford Parkway station.
- Will Greater Anglia put a snack trolley on the train?
C would have certainly used the service, as Whittleford Parkway station was around fifteen minutes from where we lived.
What Will Greater Anglia Do With Lakenheath And Shippea Hill Stations?
These two stations are By Request and only get a few services a week.
Consider.
- The modern Class 755 trains with their high performance and short dwell times could probably selectively stop at these stations without degrading the train timings.
- Cambridge needs satellite development to provide housing and commercial development.
- The future of RAF Mildenhall is uncertain and it could be sold for housing.
- It could be argued that Cambridge needs a new Park-and-Ride station to the North to take the pressure off Ely station.
This Google Map shows RAF Lakenheath and the Breckland Line running Easy-West between Ely and Norwich.
Note.
- RAF Mildenhall is to the South-West of RAF Lakenheath.
- The railway going across the North side of the map through Shippea Hill, Lakenheath and Brandon stations.
- Most of the land is aricultural and very flat.
I wouldn’t be surprised to see substantial development of the railway through the area in the next ten or twenty years.
What Will Greater Anglia Do With Spooner Row Station?
Spooner Row station is another By Request station on the Breckland Line bertween Attleborough and Wymondham stations..
Spooner Row is not a busy station, although as this Google Map shows it is just off the main A11 road.
Noyr that Spooner Row station is in the South-East corner of the map.
Perhaps with more services and some increased car parking, it might pick up commuters and shoppers for Cambridge and Norwich it might become a convenient station for local residents travelling to and from Stansted Airport.
Could There Be A Norwich And Dereham Service?
Greater Anglia seems to be working closely with the Mid Norfolk Railway, which runs between Wymondham station on the Breckland Line to the town of Dereham.
- In Aerial Pictures Show New Trains Housed In Mid-Norfolk, I showed how the heritage railway was storing trains for Greater Anglia.
- According to Wikipedia, it would appear that several million pounds were spent to i8mprove the railway and its signalling, so that Greater Anglia’s new trains could be safely stored.
- The line is mainly single track and signalled for an hourly service.
- The yard at Dereham station seems to be regularly used for freight purposes, including loading damaged rolling stock on to road vehicles. It is also used by Network Rail for storage of track plant.
- Train operating companies and heritage railways are increasingly working together for their mutual benefit.
As an InterCity 125 trains has recently been beyond Dereham, I wouldn’t rule out Greater Anglia running a new service between Norwich and Dereham, with a future aim of extension to Fakenham.
Because of the limitations of the track, it could probably only be a limited service.
Can Capacity Be Increased If Needed?
Having lived near Cambridge for nearly thirty years of my life, I believe that there will come a time, when one four-car train between Norwich and Stansted Airport will not be enough.
- Two tph could be run on the route, which is relatively lightly used by other services.
- Longer trains could be created or two three-car trains could be run as a six-car train.
- The current speed limit of 75-90 mph of the Breckland Line, can probably be increased closer to the 100 mph of the Great Eastern Main Line.
Higher speeds would shorten journey times and increase capacity.
Could We See 125 mph Trains From Kings Cross To Kings Lynn And Norwich?
In Call For ETCS On King’s Lynn Route, I talked about putting digital signalling on the Kings Cross and Kings Lynn route and running 125 mph trains via Cambridge.
If the Kings Cross and Kings Lynn route were to be upgraded for faster running, this would also upgrade the proposed Kings Cross and Norwich route as far as Ely.
This would make it very feasible to run the following serrvices using 125 mph trains like Class 800 trains.
- Kings Cross and Kings Lynn
- Kings Cross and Norwich
Because of their speed these trains would help to open up capacity between Hitchin and Kings Cross.
I feel that these 125 mph bi-mode trains could do the trip between Kings Cross and Norwich in ninety minutes, which would match the time via Ipswich.
Do I Have Any Criticism?
My main criticism is that the service between Norwich and Stansted Airport, doesn’t have trains that run early and late enough.
Wil lthe service be timed to better fit the services out of the Airport?
Further Development Of The Breckland Line
This report in the Ely Standard from 2015, is entitled Could Railway Revolution See New Station Built at Ely North?.
These improvements are listed.
- A new four-platform station North of Ely would improve connectivity.
- A service between Kings Cross and Norwich via Cambridge is suggested.
- Improvements in services across East Anglia.
A cost of a billion pounds is mentioned.
125 mph Trains From Kings Cross To Kings Lynn And Norwich
In Call For ETCS On King’s Lynn Route, I talked about putting digital signalling on the Kings Cross and Kings Lynn route and running 125 mph trains via Cambridge.
If the Kings Cross and Kings Lynn route were to be upgraded for faster running, this would also upgrade the proposed Kings Cross and Norwich route as far as Ely.
This would make it very feasible to run the following serrvices using 125 mph trains like five-car Class 800 trains.
- Kings Cross and Kings Lynn
- Kings Cross and Norwich
The two services could even split and join at the proposed Ely North station to make full use of the paths into Kings Cross.
The 125 mph or more operating speed of these trains on the East Coast Main line would help to increase capacity between Hitchin and Kings Cross.
I estimate that these 125 mph bi-mode trains could do the trip between Kings Cross and Norwich in ninety minutes, which would match the time via Ipswich.
Norwich could have the following services.
- Three tph to and from London via Ipswich
- Two tph to and from London via Cambridge
- Two tph to and from Stansted Airport via Cambridge.
It sounds fantastic, but if we are to get travellers out of their cars, they must be given a high quality train service.
Conclusion
The improved Norwich and Stansted Airport service will be the first major improvement brought in by Greater Anglia.
New Rail Testing Scheme Launched For Small Businesses
The title of this post is the same as that of this article on Rail Technology Magazine.
This is the first two paragraphs.
Businesses in the West Midlands are being offered subsidised access to test and trial facilities as a way to boost railway innovation.
The University of Birmingham has joined forces with Quinton Rail Technology Centre (QRTC) to offer access to the UK’s only privately owned and independent outdoor rail testing and trialling site.
There would appear to be one major condition, companies must be signed up to the DIGI-RAIL program at the Uiversity of Birmingham.
I think this concept is an excellent idea, as often finding a way to test a new product, is the most difficult part of the development process.
But why restrict the process to rail developments?
I have had friends in Cambridge, who have been involved in medical developments.
Finding a route to test their product, often means finding an overseas partner, as much of the NHS and its research partners almost have a policy to exclude, ideas that they didn’t think of.
As someone, who helped fund the successful development of a metered-dose inhaler for asthma drugs, I can honestly say, we would have been greatly helped by a far-sighted agency attached to a reputable University.
LNER Confirms Dates For Azuma Introduction Onto Highland Services
This title of this post is the same as that of this article on Rail Magazine.
The dates when Class 800 trains will enter service to the Highlands are as follows.
- Aberdeen on November 25th 2019.
- Inverness on December 9th 2019
InterCity 125s are being replaced.
Soon there won’t be many of these iconic trains running on the East Coast Main Line.
Battery Power Lined Up For ‘755s’
In Issue 888 of Rail Magazine, there is a short article, which is entitled Battery Power Lined Up For ‘755s.‘
This is said.
Class 755s could be fitted with battery power when they undergo their first overhaul.
Stadler built the trains with diesel and electric power.
The Swiss manufacturer believes batteries to be the alternative power source for rail of the future, and is to build tri-mode trains for Transport for Wales, with these entering traffic in 2023.
Rock Rail owns the Greater Anglia fleet. Chief Operating Office Mike Kean told RAIL on September 4 it was possible that when a four-car ‘755/4’ requires an overhaul, one of its four diesel engines will be removed and replaced by a battery.
These are some thoughts.
What Is The Capacity Of A Single Battery?
This picture shows the PowerPack of a Class 755 train.
Note the two ventilated doors on the side. Currently, a diesel engine is behind each!
The PowerPack has four slots,; two on either side of the central corridor.
Each of the slots could take.
- A V8 16-litre Deutz diesel that can produce 478 kW and weighs 1.3 tonnes.
- A battery of a similar physical size.
- Possibly a hydrogen fuel-cell!
I would assume that the battery module is plug-compatible, the same physical size and similar weight to the diesel engine module, as this would make the design and dynamics of the train easier.
A 1.2 tonnes battery would hold around 120 kWh.
Kinetic Energy Of The Train
I will use my standard calculation.
- The basic train weight is 114.3 tonnes.
- If each of the 229 passengers weighs 90 kg with Baggage, bikes and buggies, this gives a passenger weight of 20.34 tonnes.
- This gives a total weight of 134.64 tonnes.
Using Omni’s Kinetic Energy Calculator gives these figures for the Kinetic energy.
- 50 mph – 9.34 kWh
- 60 mph – 13.5 kWh
- 75 mph – 21 kWh
- 90 mph – 30.3 kWh
- 100 mph – 37.4 kWh
- 125 mph – 58.4 kWh
Note.
- Class 755 trains will not be able to run at 125 mph, but I have been told by someone who should know, that the trains have probably been designed, to enable this in other versions of the trains in the future.
- The kinetic energy of the train at typical Greater Anglia service speeds is not very high.
These amounts of kinetic energy can be easily handled in a 120 kWh battery under regenerative braking, to improve the efficiency of the trains.
Range On Battery Power
Assuming that the train uses 3 kWh per vehicle mile (SeeHow Much Power Is Needed To Run A Train At 125 mph?) , this would give.
- A four-car train a range of ten miles.
- A three-car train a range of 13.3 miles.
This probably isn’t long enough given that these are Greater Anglia’s electrification gaps.
- Ely and Peterborough – 30 miles
- Ipswich and Cambridge – 41 miles
- Ipswich and Ely – 37 miles
- Ipswich and Felixstowe – 14 miles
- Ipswich and Lowestoft – 45 miles
- Marks Tey and Sudbury – 12 miles
- Norwich and Ely – 50 miles
- Norwich and Great Yarmouth – 18 miles
- Norwich and Lowestoft – 20 miles
- Norwich and Sheringham – 30 miles
It would appear that more battery capacity is needed, as the required range is around sixty miles on some routes.
In the July 2018 Edition of Modern Railways, there is an article entitled KeolisAmey Wins Welsh Franchise.
This is said about the Stadler Tri-Mode Flirts on the South Wales Metro.
The units will be able to run for 40 miles between charging, thanks to their three large batteries.
So does this mean that these Flirts have just one Deutz diesel engine of 478 kW and three batteries in the four slots of the power-pack?
Assuming that the Flirts use 3 kWh per vehicle mile, this gives these ranges.
- A four-car train a range of thirty miles.
- A three-car train a range of forty miles.
These ranges might give enough range for many the of East Anglian routes. Improvements in train efficiency and battery storage would only increase these ranges.
Class 755 Trains In Electric Mode
Being able to do this, is important, as if the Class 755 trains are to use battery power, then they will need to use 25 KVAC overhead electrification in the various electric islands around East Anglia to charge the batteries.
The article in Issue 888 of Rail Magazine, says this about running in electric mode.
GA Joint Project Manage Steve Mitchell told RAIL that the ‘755s’ can already operate on electric power between Norwich and London, but they must carry out Electro Magnetic Current testing on the Ely-Cambridge route.
When that is complete, they will operate Notwich-Ely in diesel mode, and Ely-Cambridge in electric.
At least it appears that the Northern bay platforms at Cambridge are electrified.
This would probably mean that no new infrastructure is needed.
As both Ipswich and Norwich stations are fully electrified, charging the batteries on hourly shuttles between the three stations, wouldn’t be a problem, if and when the trains are fitted with enough battery capacity to bridge the fifty mile gaps in the electrification on the routes.
Three-Car Trains And Batteries
The two short Southern routes; Coclester Town and Sudbury and Ipswich and Felixstowe will probably be run by three-car Class 755 trains, which have two diesel engines and two spare slots in the PowerPack.
Battery modules in both spare slots would give a twenty-seven mile range, which could enable the following.
- Running a return trip between Marks Tey and Sudbury, after charging the batteries on the main line between Colchester Town and Marks Tey.
- Running a return trip between Ipswich and Felixstowe, provided enough charge can be taken on at Ipswich.
The article in Issue 888 of Rail Magazine, also says this about the new Class 755 trains entering service.
The last line to receive them will be Sudbury-Marks Tey, will exclusively be operated by three-car Class 755/3s due to infrastructure restraints on the branch. No date has been given.
It should also be noted that the three-car trains are going to be the last to be delivered.
I feel that Stadler and Greater Anglia are following a cautious and very professional route.
Consider.
- They introduced the new trains on the Wherry Lines, which are close to the Crown Point Depot.
- Services between Norwich and Sheringham and Norwich and Cambridge were introduced next.
- All the initial services have used four-car trains
- Greater Anglia held on to the standby train of two Class 37 locomotives and Mark 2 coaches until last week.
- They have stated that training of Ipswich drivers is starting, ahead of services from the town to Cambridge, Felixstowe, Lowestoft and Peterborough.
- All the Ipswich cervices can be run using four-car trains.
- As I said earlier, the only service that needs a three-car train is Sudbury and Marks Tey.
- A three-car train could probably be thoroughly tested on one of the Norwich routes before deplayment to Sudbury.
- It should also be noted that a three-car train is only a four-car train with two less diesel engines and one less trailer car.
So far everything seems to have gone very well, with no adverse reports in the media.
Stadler have orders for further bi-mode trains for South Wales and other places in Europe. At least one of these orders, that for the South Wales Metro, includes a number of diesel/electric/battery versions.
Given the problems, that Bombardier and others have had with getting the complex software of these trains to work correctly, if I was Stadler’s Project Manager on multi-mode Flirts, I would be testing the trains and their software morning, noon and night!
So could the planned later arrival of the three-car Class 755 trains, be partly to enable Stadler to fully investigate the characteristics of a multi-mode Flirt?
After all, Greater Anglia only need a couple of three-car trains to start the service between Sudbury and Marks Tey, of the fourteen on order. And they have twenty-four four-car trains on order for the other routes.
They are also replacing twenty-four assorted diesel multiple units with thirty-eight longer new bi-mode multiple units.
I do wonder, if there is a cunning plan being hatched between Greater Anglia and Stadler.
- Stadler finalises the design and the software for a PowerPack, that contains both diesel and battery modules.
- Stadler thoroughly tests the design using a Greater Anglia three-car train in Switzerland.
- Stadler shows the concept to other prospective customers.
- Greater Anglia certifies the three-car Class 755 bi-mode train in the UK.
- Greater Anglia runs three-car 755 trains between Colchester Town and Sudbury, using the electrification between Marks Tey and Colchester Town, as they have planned for some time.
- When ready, Class 755 trains with batteries are introduced between Sudbury and Colchester Town.
Greater Anglia would be running the first battery-electric service using bi-mode battery-electric trains in the UK.
Two Unrelated (?) Stories About Rail Freight
Today there are two news stories about rail freight on the Internet.
- There Has ‘Never Been A Better Time’ To Invest In Rail Freight–Report on Railnews
- New Owner For GB Railfreight on Rail Magazine.
I’ll sketch out a few details from both stories.
Invest In Rail Freight
This is the first paragraph of the news story.
A new report published by the Rail Freight Group today is outlining how an ‘ambitious growth strategy’ for rail freight over the next ten years could be worth between £75 billion and £90 billion in environmental and economic benefits.
The report was written by well-respected rail commentator; Stephen Joseph
Recommendations include.
- A new approach from national and local government.
- New investment
- More investment in the Strategic Freight Network.
- Increased electrification
- New rail linked terminals
- Reforms to planning laws
- High speed freight services to city centres.
- Road pricing could also be used to encourage a shift to rail.
The Rail Freight group’s director general Maggie Simpson is quoted as saying. With renewed focus on the environment, and with new trade opportunities on the horizon, there has never been a better time to invest in rail freight.
Note that invest or investment is mentioned five times in the short news story.
New Owner For GB Railfreight
This is the first paragraph of the news story.
Hector Rail Group has sold GB Railfreight to Infracapital – the unlisted infrastructure equity arm of M&GPrudential.
This article in Rail Magazine was published in July 2017 and is entitled GB Railfreight In ‘Locomotive Acquisition’ Talks.
GB Railfreight has a fleet of seventy-eight Class 66 locomotives with other locomotives in the ageing category. Some of their work like hauling the Caledonian Sleeper needs well-presented reliable locomotives, so perhaps they need to update their image.
Would being owned by Infracapital give the company better access to finance for a renewed fleet?
The previous article indicated, that new investment in infrastructure, like selective electrification, railfreight terminals and perhaps freight loops is needed in the UK Strategic Freight Network.
Would Infracapital be prepared to fund this infrastructure, where it made their locomotives more profitable?
Consider.
- Partial electrification of the Felixstowe Branch Line might enable a hybrid Class 93 locomotive to haul the heaviest intermodal freight trains between Felixstowe and Ipswich. This improvement would also allow Greater Anglia’s Class 755 trains to run partially on electricity on the route.
- Doubling of the single-track between Soham and Ely would increase the number of freight paths across Suffolk.
- Reworking of junctions at Haughley and Ely would also speed up freight trains across Suffolk.
These are just three examples from an area I know well, but in how many places in the UK would smaller projects improve the profitability of new locomotives.
Infracapital would also be paid track access charges for their small sections of infrastructure. So well-planned improvements would have two revenue streams. And both would have a lifetime of thirty to forty years.
Case Study – Partial Electrification Of Felixstowe Branch Line
The Felixstowe Branch Line has now been double-tracked to create a passing loop to the West of Trimley, which allows more freight trains per day into and out of the Port of Felixstowe.
I believe that if sections of the branch line were to be electrified, that a diesel/electric/battery Class 93 locomotive would be able to haul a maximum weight intermodal freight train from Felixstowe to Ipswich.
The freight train would continue South and would use electric power to go to Bristol, Cardiff, Glasgow, Liverpool and Manchester using existing electrified routes through London.
In Issue 888 of Rail Magazine, there is a short article, which is entitled Battery Power Lined Up For ‘755s.‘
This is said.
Class 755s could be fitted with battery power when they undergo their first overhaul.
Stadler built the trains with diesel and electric power.
The Swiss manufacturer believes batteries to be the alternative power source for rail of the future, and is to build tri-mode trains for Transport for Wales, with these entering traffic in 2023.
Rock Rail owns the Greater Anglia fleet. Chief Operating Office Mike Kean told RAIL on September 4 it was possible that when a four-car ‘755/4’ requires an overhaul, one of its four diesel engines will be removed and replaced by a battery.
I suspect the battery size and electrification can be designed, so that the trains can work the twelve mile branch without using diesel power.
I can envisage a time, when the following trains on the Felixstowe Branch are zero-carbon.
- Freight trains between Felixstowe and London via Ipswich.
- Passenger services.
That will be a substantial improvement in environmental credentials.
Conclusion
There is more to this than an insurance and fund management company, funding locomotives.
Suppose GB Railfreight see an opportunity to deploy a new fleet of locomotives on a valuable contract, but perhaps a missing piece of infrastructure, stops them from running the service. Will they then approach their parent company; Infracapital, to see if they can help?
Are we seeing the first green shoots of realism in the financing of much-needed improvements to the UK rail network.
If it works out well, I don’t think that Infracapital will mind the good publicity.
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Thomas Cook Collapses As Rescue Talks Fail
The title of this post, is the same as that of this article on the BBC.
The title says it all and I’m listening to a phone-in on BBC Radio 5 about the collapse.
What puzzles me, is that, this collapse has been on the cards for some months, with travel experts, like Simon Calder,, advising anybody booking with Thomas Cook to take precautions like get full insurance and use a credit card.
If I had been buying a package deal, I certainly wouldn’t have touched Thomas Cook with a bargepole.
Did people still book, as they knew the Government would pick up the tab?
Why should I pay extra taxes because of the stupidity of others?
The biggest stupidity of all, is that the Directors of Thomas Cook decided to keep trading, when they were obviously insolvent.
I thought that was a criminal offence, so surely some long jail sentences are in order.
Heathrow Congestion Charge Is Expected To Raise £1.2bn A Year
The title of this post is the same as that of this article in The Times.
This is the first paragraph.
Heathrow airport could make £1.2 billion a year from a congestion charge levied on drivers arriving at the airport by car, according to analysis.
The article also says.
- The charge will start when the third runway opens.
- The charge will be levied on all cars, even the cleanest.
It is designed to encourage drivers to use public transport, like buses, coaches and trains.
I don’t believe that you can force a lot of passengers to give up their cars, when going to the Airport,. But then for the sake of the planet, they must give up their diesel 4x4s and large cars.
As a non-driver and almost a non-flyer, I’m not affected!
Protests After Claim That Hitachi Has Lost T&W Contract
The title of this post is the same as that of this article on Railnews.
This is the introductory paragraphs.
There have been protests in north east England after a report claimed that Hitachi has been ruled out of the three-way contest to build a £500 million fleet for Tyne & Wear Metro.
The other contenders are CAF and Stadler, and the source of the claims says ‘insiders’ at Nexus have been told that Hitachi will be ‘overlooked’.
It should be noted that the two other bidders have orders for similar trains in the pipeline.
CAF
In TfL Awards Contract For New DLR Fleet To Replace 30-year-old Trains , I wrote about how CAF had been awarded the contract for new trains for the Docklands Light Railway.
I also said this about the possibility of CAF being awarded the contract for the new trains for the Tyne and Wear Metro.
In Bombardier Transportation Consortium Preferred Bidder In $4.5B Cairo Monorail, I indicated that as the trains on the Tyne and Wear Metro and the trains on the Docklands Light Railway, are of a similar height and width, it might be possible to use the same same car bodies on both trains.
So now that CAF have got the first order for the Docklands Light Railway, they must be in prime position to obtain the Tyne and Wear Metro order!
A second order would fit well with the first and could probably be built substantially in their South Wales factory.
Stadler
Stadler seem to be targeting the North, with new Class 777 trains for Merseyrail and Class 399 tram-trains for Sheffield and bids in for tram-trains and and new trains for the Tyne and Wear Metro.
Their trains are both quirky, accessible and quality and built to fit niche markets like a glove.
Only Stadler would produce a replacement for a diesel multiple unit fleet with a bi-mode Class 755 train, with the engine in the middle, that is rumoured to be capable of running at 125 mph.
Note the full step-free access between train and platform, which is also a feature of the Merseyrail trains.
Does the Tyre and Wear Metro want to have access like this? It’s already got it with the existing trains, as this picture at South Shields station shows.
Stadler’s engineering in this area, would fit their philosophy
I first thought that Stadler would propose a version of their Class 399 tram-trains. for the Tyne and Wear Metro and wrote Comparing Stadler Citylink Metro Vehicles With Tyne And Wear Metro’s Class 994 Trains.
This was my conclusion.
I am led to the conclusion, that a version of the Stadler Citylink Metro Vehicle similar to those of the South Waes Metro, could be developed for the Tyne and Wear Metro.
My specification would include.
- Length of two current Class 994 trains, which would be around 111 metres.
- Walk through design with longitudinal seating.
- Level access between platform and train at all stations.
- A well-designed cab with large windows at each end.
- Ability to use overhead electrification at any voltage between 750 and 1500 VDC.
- Ability to use overhead electrification at 25 KVAC.
- Pantographs would handle all voltages.
- A second pantograph might be provided for reasons of reliable operation.
- Ability to use onboard battery power.
- Regenerative braking would use the batteries on the vehicle.
Note.
- Many of these features are already in service in Germany, Spain or Sheffield.
- The train would be designed, so that no unnecessary platform lengthening is required.
- As in Cardiff, the specification would allow street-running in the future.
- Could battery range be sufficient to allow new routes to be developed without electrification?
I also feel that the specification should allow the new trains to work on the current network, whilst the current trains are still running.
But since I wrote that comparison in June 2018, Merseyrail’s new trains have started to be delivered and Liverpudlians have started to do what they do best; imagine!
The Tyne and Wear Metro has similar ambitions to expand the network and would a version of the Class 777 train fit those ambitions better?
Conclusion
I wouldn’t be surprised if Hitachi misses out, as the experience of the Docklands Light Railway or Merseyrail fed into the expansion of the Tyne and Wear Metro could be the clincher of the deal.
They would also be the first UK customer for the Hitachi trains.
The Anonymous Widower 