The Anonymous Widower

Battery-Powered Train Breaks Distance Record

The title of this post, is the same as that of this article on the BBC.

This is the sub-heading.

A battery-powered train has broken the world record for the longest railway journey on a single charge.

These three introductory paragraphs add more details.

The Great Western Railway (GWR) train – a specially adapted former District Line train – travelled overnight along a 200-mile (322km) route from Reading and back again, via London Paddington and Oxford.

It reached 140 miles (225km), breaking the record on Brunel’s Maidenhead Bridge at about 04:00 BST.

The previous record of 139 miles (224km) was set by German train company Stadler Deutschland in Berlin on 10 December 2021.

This was an impressive demonstration of the capabilities of battery-electric trains.

Will This Record Be Beaten?

200 miles is impressive, but there was also this paragraph in the article.

At the end of the journey GWR said there was a remaining battery charge of 22% which it estimated would have allowed the train to travel about a further 58 miles (93km).

So it looks like 258 miles should be possible.

Four other companies are also developing battery-electric trains.

  • Alstom at Derby
  • CAF at Newport
  • Hitachi at Newton Aycliffe
  • Siemens at Goole
  • Stadler in Switzerland.

Note.

  1. All except Stadler have UK factories.
  2. Siemens and Stadler have delivered trains in Germany.
  3. This page on the Hitachi Rail web site is entitled Intercity Battery Trains.
  4. This page on the Hitachi Rail web site is entitled Hitachi Wins New UK Contract To Build Intercity Battery Trains. The customer is Grand Central Trains.
  5. Hitachi have been running a prototype for some months, in the UK.

The competition is hotting up and the record will certainly be soundly beaten.

 

August 20, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , | 9 Comments

Potential Tram Builders Announced For New London Trams

The title of this post, is the same as that of this article on RailAdvent.

These three paragraphs outline the design of the new trams.

Transport for London has issued an Invitation to Tender for four manufacturers to design and build a new fleet of trams.

Alstom UK, CAF, Hitachi and Stadler are the four manufacturers who can now proceed to the next stage of the procurement process with Transport for London to design and build the new trams.

The new trams are expected to feature air-conditioning, real time travel info and charging points, along with areas designed for wheelchair users and those with pushchairs and luggage.

It sounds that the new trams will be to a higher standard with more comfort and interior space.

These are my observations and thoughts.

Will There Be The Same Number of Trams?

These two paragraphs indicate the number of trams.

The initial contract will be for 24 new trams to replace the oldest trams on the network – which are now nearly 25 years old.

There is an option in the contract to replace the trams that were introduced from 2012.

Could this mean, that each tram would be replaced on a one-to-one basis?

It would surely make it easy to introduce the new fleet.

Will The New Trams Be Longer?

To me, the most significant words in the article are “areas designed for wheelchair users and those with pushchairs and luggage”.

As passengers seem to want to carry more and more with them on buses, trains and probably trams in London, I believe the new trams will probably need more interior space.

Increasing the width of the tram, would probably mean gauging difficulties, but with the lengthening of some platforms longer trams might be possible.

The current trams are as follows.

  • 24 x Bombardier CR4000 – 30.1 metres – 70+138=208 = 6.9 pass/metre
  • 12 x Stadler Variobahn – 32 metres – 72+134 = 206 = 6.4 pass/metre

Note.

  1. The total number of each tram type is at the left.
  2. Seats+Standing=Total Passengers.
  3. The Bombardier trams only have a single articulation, but it looks like the Stadler ones have four.

The longer Stadler trams seem less crowded, despite carrying two fewer passengers.

I have looked at the terminal platforms on maps and it appears, that 35 metre and possibly 40 metre trams would be possible.

At least in London, passengers are used to being told not to use the end door.

A 40 metre tram could probably handle over 250 passengers based on the Stadler passenger density.

Longer Trams Could Increase Capacity By Up To 25 %

I believe my figures show this could be possible.

More Articulations Should Mean A Tighter Turning Circle

This could help operation on some existing or new sections of London Tramlink.

Would Battery Tram-Train Operation Be Useful?

CAF’s trams in the West Midlands already have batteries and Stadler’s tram-trains in Cardiff will have batteries to extend routes on rail tracks, that don’t have electrification.

In Could Beckenham Junction To Birkbeck Be Run Using Third-Rail Tram-Trains?, I detailed how third-rail tram-trains could be used between Harrington Lane tram stop and Beckenham Junction station to create more capacity.

I believe that third-rail tram-trains would work, but that Health and Safety would outlaw the concept.

On the other hand, battery-electric tram trains could probably handle the link between train and tram routes.

If I was bidding for the TramLink contract, I’d make sure the trams could be updated with a battery-electric tram-train capability.

Increasing Capacity At Elmers End Tram Stop

Elmers End tram stop, is the only terminal on the London Tramlink with a single platform.

This map from OpenRailwayMap shows the platform layout at Elmers End station.

Note.

  1. The orange lines are the Hayes Line.
  2. The mauve line is the London Tramlink.
  3. The London Tramlink has a single platform on the North-West side of the Hayes Line.

These pictures show Elmers End station and a tram in the London Tramlink platform.

Note.

  1. The bridge in the station is not step-free.
  2. The tram is a five-section Stadler Variobahn.
  3. The tram platform would appear to be able to handle a tram, that is several metres longer than the 32.0 metre Stadler Variobahn.
  4. The London Tramlink has a typical off-peak service to Wimbledon every ten minutes from Elmers End tram stop.

The Wikipedia entry for Elmers End station, says this about Tramlink developments at the station.

Work is underway to open a second tram platform and double the tram line to Arena to increase capacity. As of March 2019, vegetation has been cleared to make way for the new line. The platform was due to open in December 2020, but has been delayed.

My pictures show no ongoing work or evidence of the second Tramlink platform.

There are two main ways, that capacity can be increased at Elmers End station.

  1. Install a second platform and run more trams to the station.
  2. Run longer trams with a higher capacity.

Perhaps, Transport for London have decided, that the second way, is the best, especially, if the money saved, allows them to build a much-needed step-free footbridge at Elmers End station.

From my observations, I would estimate that Elmers End tram stop could accommodate a forty metre tram and possibly, one that was even longer.

Arena Tram Stop

The Arena tram stop, is where the Beckenham Junction and Elmers End branches join and split.

This map from OpenRailwayMap shows the platform layout at Arena tram stop.

Note.

  1. The mauve lines are the London Tramlink.
  2. The line going North-East runs to Elmers End. It starts off as double-track at Arena tram stop and quickly becomes single track all the way to Elmers End. tram stop.
  3. The line going North-West runs to Beckenham Junction.
  4. The line going South-West runs to East Croydon and Wimbledon.
  5. The platforms are on the outside of both tracks.

These pictures show Arena tram stop and some trams passing through.

Note.

  1. The tram platforms are generally a few metres longer than the trams.
  2. All tram doors are step-free to the platform.
  3. Passengers walk across the line in front or behind the trams.
  4. The platform is wide, so that passengers can stay well clear of the occasional passing tram. One picture shows a tram is signed “Not In Service”

I believe, that with some judicial platform lengthening, some selective door opening and trams stopping automatically in the right place on the platform, that longer trams could be handled in a stop like Arena.

As with Elmers End, I believe a forty metre tram will be possible, but this might not be the limit with clever design.

Handling Longer Trams At Beckenham Junction Tram Stop

This map from OpenRailwayMap shows the platform layout at Beckenham Junction tram stop.

Note.

  1. The orange lines are the Chatham Main Line.
  2. The mauve line is the London Tramlink.
  3. There are a pair of short platforms for the London Tramlink.
  1. The platforms would be difficult to extend to the East.
  2. The platforms would be difficult to extend to the West, as the map above shows a building, just to the North of the junction of the two Tramlink platforms.

These pictures show Beckenham Junction station and the London Tramlink platforms.

The Wikipedia entry for Beckenham Junction tram stop, says this about the Tramlink service.

Tram services at Beckenham Junction are operated by Tramlink. The tram stop is served by trams every 10 minutes to Wimbledon via Croydon. This is reduced to a tram every 15 minutes on Saturday evenings and Sundays.

Perhaps, the solution to lengthen Tramlink platforms at Beckenham Junction is to do the following.

  • Rebuild the building to the North of the junction of the two Tramlink platforms.
  • Extend the two Tramlink platforms to the West.
  • Move the junction between the two Tramlink platforms to the West.

These pictures show the building in detail.

Note.

  1. There is a Network Rail van outside the building.
  2. The building looks like it dates from about 2000, when the Tramlink was built.
  3. Perhaps, the building houses power supply or signalling equipment for the Tramlink.

After the modifications, operation would be the same, but longer trams could be handled.

Trams And Trains Between Birkbeck And Beckenham Junction Stations

This short section of track must be one of the most unusual and complicated in the UK.

  • There are three dual National Rail and Tramlink stations; Birkbeck, Avenue Road and Beckenham Road.
  • Each station has a single bi-directional National Rail track and/or platform.
  • Birkbeck has a single bi-directional Tramlink platform.
  • Avenue Road and Beckenham Road each have two Tramlink platforms.

Engineer; Baldrick was obviously having one of his cunning phases.

This map from OpenRailwayMap shows the track/platform layout at Birkbeck station/tram stop.

Note.

  1. The yellow line is the National Rail line between Crystal Palace and Beckenham Junction.
  2. The mauve line is the London Tramlink between Croydon and Beckenham Junction.
  3. There is no rail connection between the two lines.

Birkbeck station/tram stop has bi-directional platforms on both National Rail and London Tramlink.

These pictures were taken at the Birkbeck station/tram stop.

Note.

  1. The two bi-directional platforms.
  2. The wire fence between the tracks.
  3. The two tracks appear to be the same level, but the National Rail platforms seem quite a bit higher.

From the pictures, I would estimate that the Birkbeck tram stop platform is currently about thirty-five metres and could probably handle a forty metre tram with selective door opening.

This map from OpenRailwayMap shows the track/platform layout at Avenue Road station/tram stop.

Note.

  1. The yellow line is the National Rail line between Crystal Palace and Beckenham Junction.
  2. The National Rail line isn’t shown to have a platform.
  3. The mauve line is the London Tramlink between Croydon and Beckenham Junction.
  4. There is no rail connection between the two lines.

London Tramlink has a loop through the tram stop and each branch has a platform.

These pictures were taken at the Avenue Road tram stop.

I would estimate the the loop at Avenue Road tram stop could handle a forty metre tram and possibly one of forty-five metres, judging the loop against this thirty-two metre Stadler tram.

This map from OpenRailwayMap shows the track/platform layout at Beckenham Road station/tram stop.

Note.

  1. The yellow line is the National Rail line between Crystal Palace and Beckenham Junction.
  2. The National Rail line isn’t shown to have a platform.
  3. The mauve line is the London Tramlink between Croydon and Beckenham Junction.
  4. There is no rail connection between the two lines.

The London Tramlink has a single bi-directional platform.

There is also a loop in the London Tramlink to the East of Beckenham Road station/tram stop to allow trams to pass.

These pictures were taken at the Beckenham Road tram stop.

Note.

  1. A train conveniently came through from London Bridge to Beckenham Junction, when I was taking pictures.
  2. Several pictures show trams using the loop to the East of the tram stop.
  3. Both types of tram were pictured in the tram stop.
  4. The platform in the tram stop is wide.

From the pictures, I would estimate that the Beckenham Road tram stop platform is currently about thirty-five metres and could probably handle a forty metre tram with selective door opening.

Tram-Train Operation Between Birkbeck And Beckenham Junction Stations

I am certain that if this track was being designed today, tram-train operation would be used.

  • There would be two tracks, with one for each direction, through Birkbeck, Avenue Road and Beckenham Road stations.
  • Both tracks would have dual-height platform at each station/tram stop, so tram and train passengers got level boarding.
  • Trains would use third-rail power and trams would use battery-power.

Unfortunately, tram-trains didn’t exist, when the London Tramlink was designed.

Handling Longer Trams At New Addington Tram Stop

This map from OpenRailwayMap shows the platform layout at New Addington tram stop.

These pictures show the New Addington tram stop and the London Tramlink platforms.

If some of the grassland around the platforms was allocated to the tram stop, I suspect the platforms could be lengthened.

Handling Longer Trams At Wimbledon Station

This map from OpenRailwayMap shows the platform layout at Wimbledon station.

Note.

  1. The mauve line is the London Tramlink.
  2. There are two platforms; 10A and 10B, which are indicated with a separate dot.
  3. Platform 9, which is used by Thameslink, is the other side of Platform 10, so interchange to Thameslink is excellent.
  4. The main tram platform 9/10 is wide.
  5. The platforms are step-free to the trams, with lifts to the station bridge and the other platforms and Way Out.

I suspect that when the second platform was built, both platforms were made longer than the thirty-two metres needed for the Stadler trams.

These pictures show the two platforms.

Could another platform be created on the other side of the tracks to give better access to the tracks?

Conclusions

My first conclusion is that the London Tramlink could be run by a new fleet of the same number of trams, that were a few metres longer than the current 30.7/32 metres of the current trams.

  • I suspect that forty metre trams would be possible, with a few modifications to platforms.
  • It might even be possible to have forty-five metre trams, with a more substantial rebuild at Beckenham Junction.
  • Trams could overhang platforms and selective door opening could be used.
  • Forty metre trams would carry 25 % more passengers than the current trams.
  • The Elmers End and Wimbledon terminals already seem to be capable of handling forty metre long trams and possibly could take trams a few metres longer.

I suspect that Elmers End and Wimbledon, could be the first route, where the longer trams were introduced, as the trams should be able to shuttle between the two end terminals to the current timetable.

The New Addington tram stop would be brought into operation next.

  • Platforms would be lengthened as required.
  • Trams operate a frying pan loop from New Addington to Croydon, with an Off Peak frequency of 7-8 minutes.
  • I suspect that one platform won’t be able to handle this frequency.
  • The last point probably means that the two platforms will need to be lengthened.

Works at the New Addington tram stop could be tricky, but not substantial.

Initially, the service to Beckenham Junction could be run by the existing Stadler Variobahn trams.

I believe that a lot of work will need to be done to get Beckenham Junction ready for the new trams if they are longer, which I suspect they are.

  • The Network Rail installation will have to be relocated.
  • The two platforms will have to be lengthened.

I suspect the works will be substantial.

But I do believe, that there is scope to plan all the works at the terminals, so they can be done efficiently, whilst at least maintaining a partial service.

My second conclusion, is that it will be possible to build a financial model, which shows infrastructure costs against tram lengths.

Longer trams will cost more and cost more for infrastructure, but they will carry more passengers and collect more fare revenue.

September 15, 2024 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , | 1 Comment

Thoughts On Alstom At Derby

In the 1970s, I worked at ICI Plastics in Welwyn Garden City in a section called Computer Techniques.

We had a unique mandate from the Divisional Board, that allowed us to stick our nose into anybody’s business.

We certainly weren’t short of computing power, as in addition to the Division’s IBM 360 and dial-up services to GEISco, we had one of the handful of PACE 231R analogue computers in the UK.

Note.

  1. These machines didn’t use many semiconductors.
  2. These beasts could solve up to a hundred simultaneous differential equations and display the answers as graphs on the printers.
  3. Other UK companies and institutions with a PACE 231 R, included BMC, British Rail Research and Cambridge University.
  4. Two were linked together and these did the calculations for the Apollo flights.
  5. Their finest hour would surely have been to use their flexibility and power to bring home the stricken Apollo 13.

I got an interesting introduction to the industrial world in my three years at Welwyn.

One of our problems, was recruiting enough specialist engineers and programming staff.

So in the end, at one of our Monday morning meetings, we wrote our own advert for the Sunday Times.

We got all the staff we needed, but they weren’t the sort of recruits, you’d normally expect in the 1970s. Two were Indian and two were American, but all were recent immigrants. But they were certainly good enough to solve our problems.

I don’t think the Personnel Department were amused at our independent recruitment exercise.

I sometimes wonder if Bombardier (now Alstom) in Derby has a similar recruitment problem.

I am a Control Engineer and all these hybrid systems, that will power the transport of the future, be they trains, planes or automobiles, need lots of engineers with similar skills to myself and those of computer programmers. So do local companies; Rolls-Royce, JCB and Toyota, who probably have their own skill shortages in these areas,  nick the best from Alstom.

It should be noted that in the railway press, it has been said that the Aventras from Derby were late because of software problems.

March 30, 2024 Posted by | Computing, Transport/Travel | , , , , , , , , , , , | Leave a comment

Is Alstom’s Proposal For A Service Between London Euston And Wrexham Part Of A Cunning Plan?

Alstom have built and introduced into service between Buxtehude and Cuxhaven in Germany, the Coradia iLint hydrogen-powered train. The prototype has performed demonstrations in Austria, Canada, The Netherlands and Saudi Arabia.

This picture shows a Coradia iLint in Germany.

In the UK, Alstom had a plan to convert redundant Class 321 trains into a fleet of hydrogen-powered trains called Breeze, which I wrote about in Hydrogen Trains Ready To Steam Ahead, in January 2019.

This visualisation is from Alstom.

I suspect it didn’t appeal to train companies, as no orders appear to have been received.

But you can’t criticise Alstom for not trying, as in November 2021, they signed an agreement with Eversholt Rail Group  to develop a hydrogen-powered Aventra, which I wrote about in Alstom And Eversholt Rail Sign An Agreement For The UK’s First Ever Brand-New Hydrogen Train Fleet.

This visualisation is from Alstom.

Visually, it looks just like any other Aventra and much better than the previous Breeze design.

In March 2018, I wrote Bombardier Bi-Mode Aventra To Feature Battery Power, which was based on this article in Rail Magazine.

These are a few points from the article.

  • Development has already started.
  • Battery power could be used for Last-Mile applications.
  • The bi-mode would have a maximum speed of 125 mph under both electric and diesel power.
  • The trains will be built at Derby.
  • Bombardier’s spokesman said that the ambience will be better, than other bi-modes.
  • Export of trains is a possibility.
  • Bombardier’s spokesman also said, that they have offered the train to three new franchises. East Midlands, West Coast Partnership and CrossCountry.

Have Alstom looked at what they bought from Bombardier and decided the following train is possible, if they add some of their technology?

  • A train the size needed by the customer, up to a length of at least ten cars.
  • 125 mph under 25 KVAC overhead electrification.
  • 100 mph with 750 VDC third rail electrification.
  • Running on hydrogen away from electrification.
  • 100 mph maximum speed running on hydrogen.
  • A range of perhaps 500 miles, if it can emulate the hydrogen-powered Coradia iLint.

A train with this specification would have several applications in the UK.

  • Fully-electric routes.
  • Electric routes with perhaps a hundred miles of unelectrified track.
  • Scenic routes, where the Nimbies wouldn’t like electrification.

These points should also be born in mind.

  • There are now 110 mph Aventras in service with West Midland Trains on the West Coast Main Line.
  • I recently came back from Cardiff to London in a twelve-car Class 387 train and there wasn’t too many unhappy passengers. It was certainly better than a rail replacement bus. I wrote about the trip in Cardiff To Reading In A Class 387 Train.
  • Alstom believe you can certainly fit their hydrogen gubbins in an Aventra.
  • The hydrogen gubbins appear to be from Cummins, who have a worldwide support network.
  • Cummins can also supply complete hydrogen support systems. A truck can refuel the train, at one end of the route?
  • Alstom have been doing the market research with the hydrogen-powered Coradia iLint, so I suppose they know what the market needs.

Could Alstom, with help from Cummins, have a zero-carbon 200 kph train and support systems, which has a hydrogen range of up to a thousand kms for export markets like the United States, Africa, Australia, India and South America?

Two big world-leading companies are surely better than one!

But Alstom has one big problem!

How do you fully test a 125 mph hydrogen-powered train?

  • I know with aircraft, if you change the engine type on an existing aircraft, you only have to certify the engine and this is done on a Supplementary Type Certificate.
  • Is it the same with trains, so a 110 mph Class 730 train, which is in service with West Midlands Trains, could be the basis of certifying a hydrogen-powered Aventra?
  • The Coradia iLint was only a change from diesel to a hybrid hydrogen-electric engine, so was it certified this way?
  • With the Coradia iLint, it seemed to go into service quite quickly, so did it do much of the testing in service?

I looks to me, that London Euston and Wrexham is an ideal route for a hydrogen bi-mode 125 mph train.

  • The route has electrified sections, some of which have high operating speeds.
  • The route has a convenient hydrogen supply from INEOS at Runcorn at the Northern end.
  • Change between hydrogen and electric power would always take place in a station.
  • A round trip needs less than 200 miles of running on hydrogen.
  • South of Nuneaton, no hydrogen is used, so the train will be like a Class 730 train, that already uses the route.
  • There are depots that can service Aventras on the route.

It is certainly a possibility, that the London Euston and Wrexham service will be used to test and showcase Alstom’s new Hydrogen Aventra.

March 16, 2024 Posted by | Hydrogen, Transport/Travel | , , , , , , , , , , , | 4 Comments

Aurizon Secures Funding To Develop Next-Generation Freight Trains Using Renewable Energy

The title of this post, is the same as that of this press release from Aurizon.

These five paragraphs outline the project.

Australia’s largest rail freight company Aurizon, today received a major boost to its program to develop the next generation of Australian freight trains, aiming to replace diesel fuel with renewable energy sources on its locomotive fleet.

Aurizon has secured a $9.4 million grant from the Australian Renewable Energy Agency (ARENA) to develop, test and trial a battery electric tender (BET) to be used in conjunction with a modified locomotive. (refer graphic below).

The tender – essentially a big battery-pack on wheels – will couple with the modified locomotive to operate as a hybrid unit using both diesel and battery-electric power sources. The tender’s battery will also harness re-generative energy captured as the train travels down grades and brakes as part of normal operation.

The ARENA grant represents half of the required funding for the ‘Battery Powered Tender for Heavy Haul Fleet Decarbonisation’ project, with the balance of the investment to be funded by Aurizon. The battery-electric tender and modified locomotive project will be built by Aurizon and technology project partner, Alta Battery Technology (Alta) at a facility in Australia, with design and technology inputs from Alta.

Aurizon appreciates the Federal Government making funding available to support the development of a range of new zero emissions technologies in the transport sector, including technologies that can be developed for application in rail-based freight supply chains that are integral to Australia’s export and domestic industries that rely on transport services.

At a first glance it appears to be suited to Aurizon and its long routes with heavy freight trains across Australia.

These are some more specific thoughts.

Alstom Have Built A Train With a Hydrogen Tender

In From 2025, Nestlé Waters France Will Use The First Hydrogen-Powered Freight Train Through An Innovative Solution Developed by Alstom and ENGIE, I describe a train powered by an electric locomotive with an attached hydrogen power unit.

The Future Of The Class 68 Locomotives

Could these be given a reduced-carbon second life, by developing a specialised tender?

I wrote about this in The Future Of The Class 68 Locomotives.

I suspect Stadler, who seem to be excellent innovators will be watching.

There Seems To Be A Lot Going On In Australia

I have written several posts about decarbonisation of freight trains in Australia.

The big mining companies certainly seem keen to decarbonise.

 

 

March 12, 2024 Posted by | Transport/Travel | , , , , , , , , | 1 Comment

Evolyn To Launch Paris To London Route In Competition With Eurostar

The title of this post, is the same as that as this article on Rail Technology Magazine.

These first two paragraphs outline the plan.

A company aiming to operate services through the Channel Tunnel in competition with Eurostar has agreed to purchase 12 trains, it said.

Evolyn has stated that it is ready to invest £1 billion in its bid to start cross-Channel rail services in 2025.

It looks like the order will go to Alstom.

It will be interesting to see what sort of product is offered.

October 13, 2023 Posted by | Transport/Travel | , , , , , , | 3 Comments

Saudi Arabia Railways (SAR) Partners With Alstom To Showcase The World’s First Passenger Hydrogen Train In The Kingdom Of Saudi Arabia

The title of this post, is the same as that as this press release from Alstom.

These are the three bullet points.

  • World’s first hydrogen-powered train demo in the Middle East and Africa

  • Alstom’s Coradia iLint train will be used for the demo in the Kingdom

  • Saudi Arabia Railways (SAR) and Alstom highlight their commitment to sustainable mobility and carbon emission reduction in the Kingdom

These are the first two paragraphs.

Saudi Arabia Railways (SAR), in partnership with Alstom, a global leader in smart and sustainable mobility, will operate and demonstrate the world’s first passenger hydrogen-powered train, the Coradia iLint in Riyadh in the month of October. This ground-breaking demonstration marks the first-ever introduction of a hydrogen-powered train in the Middle East and Africa. The collaboration between SAR and Alstom signifies a strong focus by the Kingdom to identify and test innovative sustainable mobility solutions to reduce carbon emissions from transport and meet Vision 2030 targets set by the Kingdom’s leadership.

The planned demonstration follows the memorandum of understanding signed by SAR and Alstom in September 2022 to develop or adapt hydrogen solutions for the needs of the Kingdom. Alstom’s Coradia iLint, a hydrogen-powered passenger train will embark on a first-of-its-kind journey in the Kingdom, travelling 10 to 20 kilometres on Riyadh’s East Network’s Line 1 or Line 2.

Note.

  1. Hopefully, this is not just green-washing?
  2. Will the train be powered by green hydrogen?

At least, Alstom will get their trains tested in an atmosphere full of sand.

October 9, 2023 Posted by | Hydrogen, Transport/Travel | , , , | Leave a comment

Derby Alstom Train Factory Jobs Fear As Orders Dry Up

The title of this post, is the same as that of this article on the BBC.

This is the sub-heading.

Derby City Council is seeking talks with train builder Alstom over reports it could be about to lay off workers.

These two paragraphs introduce the story.

The firm’s Litchurch Lane site is the only UK train factory able to design, build, engineer and test trains for domestic and export markets.

About 2,000 people work at the factory but the firm says its current order book only runs until early 2024.

This could be another serious problem for High Speed Two.

Could LNER Use High Speed Two Classic-Compatible Trains?

In LNER Seeks 10 More Bi-Modes, I discuss how LNER are needing ten more bi-mode trains to expand their services.

Consider.

  • One of LNER’s predecessors used to run Eurostar trains between Kings Cross and Leeds
  • A High Speed Two Classic-Compatible trains are 200 metres long, as against the 233.7 metres of a nine-car Class 801 train.
  • High Speed Two Classic-Compatible trains will run on the East Coast Main Line, when High Speed Two fully opens.
  • London to Doncaster, Edinburgh, Leeds, Newcastle and York are all fully electrified routes.

So if all these fully-electric routes, were to be run using High Speed Two Classic-Compatible trains, this would release a number of Class 800 and Class 801 trains, which could be converted to bi-modes or battery-electric variants.

London and Edinburgh In Three-And-A-Half Hours

This is a paragraph from the Wikipedia entry for the InterCity 225 train.

The InterCity 225 was designed to achieve a peak service speed of 140 mph (225 km/h); during a test run in 1989 on Stoke Bank between Peterborough and Grantham, an InterCity 225 was recorded at a speed of 162 mph (260.7 km/h). Its high speed capabilities were again demonstrated via a 3hr 29mins non-stop run between London and Edinburgh on 26 September 1991. British regulations have since required in-cab signalling on any train running at speeds above 125 mph (201 km/h) preventing such speeds from being legally attained in regular service. Thus, except on High Speed 1, which is equipped with cab signalling, British signalling does not allow any train, including the InterCity 225, to exceed 125 mph (201 km/h) in regular service, due to the impracticality of correctly observing lineside signals at high speed.

If in-cab digital signalling were to be installed between London and Edinburgh, I believe that the three-and-a-half hour timing can be regularly achieved by a High Speed Two Classic-Compatible train.

I also believe that at least one train per hour (tph) between London and Edinburgh could achieve the three-and-a-half hour timing.

High Speed Two are promising a 3:48 time between London and Edinburgh.

It could be a Lumo-squasher!

A one tph service would need eight trains, but would release eight nine-car Class 801 trains.

Euston and Glasgow

This might be another route, where High Speed Two Classic-Compatible trains could be used.

Conclusion

LNER gets some more trains and Derby gets more work.

But the biggest benefits would be that, the trains would get a thorough testing before High Speed Two opens and passengers would get a view of the shape of things to come.

September 15, 2023 Posted by | Transport/Travel | , , , , , , , , , , | 4 Comments

Alstom And VMS Present New Battery-Powered Train

The title of this post, is the same as that of this article on Rail Technology Magazine.

This is the sub-heading.

Alstom and the Central Saxony transport authority, Verkehrsverbund Mittelsachsen (VMS) in Germany have unveiled a new battery-powered train developed by Alstom.

These first four paragraphs are very information rich.

A total of eleven Coradia Continental battery-electric trains have been ordered by VMS. These trains will enter service in 2024 on the Chemnitz-Leipzig line.

The Coradia Continental battery-electric train has a range of up to 120 kilometres and can be operated under catenary as well as on non-electrified sections of line. The three-car trains are 56 metres long and can seat up to 150.

The new train can also reach maximum speeds of 160 km/h in battery mode. The capacity of the high-performance lithium-ion batteries is calculated to guarantee catenary-free operation on the Chemnitz-Leipzig line without sacrificing performance.

Müslüm Yakisan, president of Alstom Region DACH, said: “Alstom’s ambition is to be the global leader in sustainable mobility, reducing emissions and pollution in catenary-free operation. The presentation of the first battery-powered train developed by Alstom is an important step in this direction.

These seem to be a very useful battery-electric train.

  • Battery or catenary operation
  • Three-cars of 19 metres
  • Fifty seats per car
  • 100 miles per hour

A three-car Class 730 train has the following characteristics.

  • three cars of 20 metres
  • 199 seats.
  • 90 miles per hour

Can we have a battery version soon? Please!

 

August 24, 2023 Posted by | Transport/Travel | , , , | Leave a comment

Northern Trains Plans Framework Contract For 450 Multiple-Units

The title of this post, is the same as that of this article on Railway Gazette.

This is the first paragraph.

Northern Trains has invited expressions of interest in a framework contract covering the supply of up to 450 multiple-units to replace ‘significant quantities of its ageing fleet’.

These are other details.

  • Firm orders would be placed in phases.
  • The initial order would be for ‘multi-mode’ multiple-units.
  • Battery-electric or electric-only trains would be included in subsequent orders.
  • Trains would have a minimum design life of 35 years from acceptance.
  • The ability for the multi-mode units to be converted to electric or battery-electric power as part of an ‘in-life decarbonisation’ programme.

These four paragraphs outline the framework agreement between Northern Trains, the train manufacturer and the owners, who will finance the trains.

The framework agreement would run for eight years, with Northern able to order rolling stock in multiple phases.

Each phase would include a train manufacturing and supply agreement and a technical support and spares supply agreement.

The supplier would provide tools and spare parts, and there would be options for the supply of mock-ups and a cab simulator. Northern is to run a separate procurement for an owning party which would purchase each fleet and lease it to the operator.

The owner would be party to each manufacturing and supply agreement, and there may be different owning parties for each order phase.

This is a well-thought out proposal, that would be worth around a billion pounds to the train manufacturer.

It would probably be based around a family of trains like Alstom’s Aventra, CAF’s Civity or Stadler’s FLIRT.

For a series of orders of such a value, I think we will see some excellent proposals.

The deal will transform rail travel in the North.

I have some thoughts.

Which Trains Will Be Replaced?

Northern Trains fleet includes these ageing trains.

Note.

  1. These total to 273 trains and 661 cars.
  2. If the 16 Class 170 trains, which are of three-cars, were also to be replaced. that would bring the total trains to be replaced to 289 trains and 709 cars.

I would expect the difference between 273-289 current trains and 450 trains in the article, is explained by new services and increased services on certain routes.

Which Trains Could Be Retained?

Northern Trains fleet includes these new trains.

Note.

  1. These trains were all built by CAF in the last five years.
  2. These total to 101 trains and 290 cars.

But if they have an expected life of 35 years, the diesels will have to be converted to zero-carbon trains.

Will The CAF Trains Be Retained?

Consider.

  • If all the ageing trains and those not built by CAF were to be replaced then that would be 289 trains and 709 cars.
  • If the nearly-new CAF trains were also to be replaced that would be 390 trains and 999 cars.
  • Add in a few more trains for expanded services and you’re got the figure of 450 trains given in this article.
  • If the CAF trains were to be replaced, then Northern Trains would have an homogenous fleet of new trains from one manufacturer, with all the advantages in operation and maintenance.

On the other hand, I haven’t read any bad criticism of these CAF trains, so I will assume that there is no pressing reason to replace them.

And of course Northern Trains could have an homogenous fleet of new CAF trains.

This is said in the article.

The supplier would provide tools and spare parts, and there would be options for the supply of mock-ups and a cab simulator.

As this is specifically mentioned, do Northern lack a simulator for driver training?

What About The Manchester Bee Network And Other Local Networks?

Will these networks want to take control of their local trains?

If there is an homogenous fleet of new trains from one manufacturer, then surely, it would be easier to give control of some routes to the local transport interests.

Training and driver rostering could be retained in what was left of Northern Trains.

Tram-Trains

Tram trains would be an added complication, but as the South Wales Metro is showing, tram-trains are an interesting way of expanding a network.

 

August 8, 2023 Posted by | Transport/Travel | , , , , , , , , | 4 Comments

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