The Anonymous Widower

The UK-Wide Need For Self-Powered Trains

How Many Diesel Trains Are In Service In The UK?

Class 150 trains

These are 75 mph BR Second Generation trains.

Class 153 trains

  • ScotRail – 5 x one-car.
  • Transport for Wales – 31 x one-car.
  • In Service – 36 x one-car.
  • Stored – 27 x one-car.

These are 75 mph BR Second Generation trains.

Class 155 trains

  • Northern Trains – 7 x two-car.
  • In Service – 7 x two-car.

These are 75 mph BR Second Generation trains.

Class 156 trains

  • Northern Trains – 58 x two-car.
  • East Midlands Railway – 9 x two-car.
  • ScotRail – 42 x two-car.
  • In Service – 109 x two-car.
  • Stored – 6 x two-car.

These are 75 mph BR Second Generation trains.

Class 158 trains

  • ScotRail – 40 x two-car.
  • Great Western Railway – 10 x two-car and 7 x three-car.
  • East Midlands Railway – 26 x two-car.
  • Northern Trains – 45 x two-car and 8 x three-car.
  • Transport for Wales – 24 x two-car.
  • South Western Railway – 10 x two-car.
  • In Service – 155 x two-car and 15 x three-car.

These are 90 mph BR Second Generation trains.

Class 159 trains

These are 90 mph BR Second Generation trains.

Class 165 trains

  • Chiltern Railways – 39 x two-car.
  • Great Western Railway – 20 x two-car and 16 x three-car.
  • In Service – 59 x two-car and 16 x three-car.

These are 75 or 90 mph BR Second Generation trains.

Class 166 trains

  • Great Western Railway – 21 x three-car.
  • In Service – 21 x three-car.

These are 90 mph BR Second Generation trains.

Class 168 trains

  • Chiltern Railways – 9 x two-car, 9 x three-car and 13 x four-car.
  • In Service – 9 x two-car, 9 x three-car and 13 x four-car.

These are 100 mph Turbostar trains.

Class 170 trains

  • CrossCountry – 7 x two-car and 22 x three-car.
  • East Midlands Railway – 22 x two-car and 8 x three-car.
  • Northern Trains – 16 x three-car.
  • ScotRail – 17 x three-car.
  • Transport for Wales – 8 x three-car.
  • West Midlands Trains – 16 x three-car.
  • In Service – 34 x two-car and 71 x three-car.

These are 100 mph Turbostar trains.

Class 171 trains

  • Southern – 17 x three-car.
  • In Service – 17 x three-car.

These are 100 mph Turbostar trains.

Class 172 trains

  • West Midlands Trains – 24 x two-car and 15 x three-car.
  • In Service – 24 x two-car and 15 x three-car.

These are 100 mph Turbostar trains.

Class 175 trains

  • Transport for Wales – 9 x two-car and 15 x three-car.
  • In Service – 9 x two-car and 15 x three-car.
  • Stored –  2 x two-car and 1 x three-car.

These are 100 mph Coradia trains.

Class 180 trains

  • Grand Central – 10 x five-car.
  • East Midlands Railway – 1 x four-car and 2 x five-car.
  • In Service – 1 x four-car and 12 x five-car.

These are 125 mph Coradia trains.

Class 185 trains

These are 100 mph Desiro trains.

Class 195 trains

  • Northern Trains – 25 x two-car and 33 x three-car.
  • In Service – 25 x two-car and 33 x three-car.

These are 100 mph CAF Civity trains.

Class 196 trains

  • West Midlands Trains – 12 x two-car and 14 x four-car.
  • In Service – 12 x two-car and 14 x four-car.

These are 100 mph CAF Civity trains.

Class 197 trains

  • Northern Trains – 51 x two-car and 26 x three-car.
  • In Service – 51 x two-car and 26 x three-car.

These are 100 mph CAF Civity trains.

Class 220 trains

  • CrossCountry – 34 x four-car
  • In Service – 34 x four-car

These are 125 mph Bombardier Voyager trains.

Class 221 trains

  • Avanti West Coast -18 x five-cars
  • CrossCountry – 24 x four-car.
  • In Service – 24 x four-car and 18 x five-cars
  • Stored – 2 x five-car

These are 125 mph Bombardier Voyager trains.

Class 222 trains

  • CrossCountry – 23 x five-car and 4 x seven-car.
  • In Service – 23 x five-car and 4 x seven-car.

These are 125 mph Bombardier Voyager trains.

Class 231 trains

  • Transport for Wales – 11 x four-car.
  • In Service – 11 x four-car.

These are 90 mph Stadler FLIRT bi-mode trains.

Class 755 trains

  • Greater Anglia – 14 x three-car and 24 x four-car.
  • In Service – 14 x three-car and 24 x four-car.

These are 100 mph Stadler FLIRT bi-mode trains.

Class 756 trains

  • Transport for Wales – 7 x three-car and 17 x four-car.
  • In Service – 7 x three-car and 17 x four-car.

These are 75 mph Stadler FLIRT bi-mode trains.

Class 800 trains

  • Great Western Railway – 21 x five-car and 36 x nine-cars.
  • LNER – 10 x five-car and 13 x nine-cars.
  • In Service – 31 x five-car and 49 x nine-cars.

These are 125 mph Hitachi AT-300 trains.

Class 802 trains

  • Great Western Railway – 22 x five-car and 14 x nine-cars.
  • Hull Trains – 5 x five-car.
  • TransPennine Express – 19 x five-car.
  • In Service – 46 x five-car and 14 x nine-cars.

These are 125 mph Hitachi AT-300 trains.

Class 805 trains

These are 125 mph Hitachi AT-300 trains.

Class 810 trains

  • East Midlands Railways  – 33 x five-car.
  • In Service – 33 x five-car.

These are 125 mph Hitachi AT-300 trains.

These trains give totals as follows.

  • One-car – 36
  • Two-car – 601
  • Three-car – 249
  • Four-car – 135
  • Five-car – 176
  • Seven-car – 4
  • Nine-car – 63

That is a total of 1254 trains that need to be decarbonised by either replacement or modification.

  • Some trains are effectively double-counted, as both the current trains and their replacements are included.
  • Some trains are planned to be replaced by electric trains.
  • Some trains will be passed on.

But there are still a lot of trains to be decarbonised.

I will now look at each group in detail.

BR Second Generation Trains

  • Class 150 – 129 x two-car and 6 x three-car.
  • Class 153 – 36 x one-car.
  • Class 155 – 7 x two-car.
  • Class 156 – 109 x two-car.
  • Class 158 – 155 x two-car and 15 x three-car.
  • Class 159 – 29 x three-car.
  • Class 165 – 59 x two-car and 16 x three-car.
  • Class 166 – 21 x three-car.

Note.

  1. The trains have mostly Cummins engines, with some Perkins and a spattering of Rolls-Royce.
  2. Class 150,153, 155 and 156 trains are 75 mph trains and most of the others are capable of 90 mph.
  3. Condition of the interiors is variable, with some being excellent and others being terrible.
  4. There are 36 x one-car, 459 x two-car and 59 x three-car.
  5. There appears to be no plan to decarbonise these trains.
  6. Some will be replaced by new CAF diesel trains or new electric trains.

The best use of some of the better trains in this group would be to fill-in until zero-carbon trains are available.

Turbostar Trains

These trains are all Turbostars or their predecessor.

  • Class 168 – 9 x two-car, 9 x three-car and 13 x four-car.
  • Class 170 – 34 x two-car and 71 x three-car.
  • Class 171 – 17 x three-car.
  • Class 172 – 24 x two-car and 15 x three-car.

Note.

  1. The trains all have Rolls-Royce mtu engines.
  2.  They are capable of 100 mph.
  3. Condition of the interiors is generally good.
  4. There are 67 x two-car, 112 x three-car and 13 x four-car.
  5. Rolls-Royce mtu engines may be able to run on sustainable fuel like Hydrotreated Vegetable Oil (HVO).
  6. 168329 has been converted into a diesel-hybrid, by Rolls-Royce mtu.

I feel that one way or another, the trains in this group should be capable of converting to net-zero operation.

Alstom Coradia, Bombardier Voyager and Siemens Desiro Trains

I am putting these trains together, as they are all 100-125 mph long-distance trains, that are not that old.

  • Class 175 – 9 x two-car and 15 x three-car.
  • Class 180 – 1 x four-car and 12 x five-car.
  • Class 185 – 51 x three-car.
  • Class 220 – 34 x four-car
  • Class 221 – 24 x four-car and 18 x five-cars
  • Class 222 – 23 x five-car and 4 x seven-car.

Note.

  1. The trains all have Cummins engines.
  2.  They are capable of 100 mph or 125 mph.
  3. Condition of the interiors is generally good.
  4. There are 9 x two-car, 66 x three-car, 59 x four-car, 53 five-car and 4 x seven-car.
  5. Cummins engines may be able to run on sustainable fuel like Hydrotreated Vegetable Oil (HVO).
  6. In Grand Central DMU To Be Used For Dual-Fuel Trial, I described innovative fuel trails in a Class 180 train.
  7. I suspect Cummins will be taking an interest.

In Cummins And Leclanché S.A. To Collaborate On Lower-Emissions Solutions For Use In Marine And Rail Applications, I asked this question.

How many of these trains could be converted to hybrid operation, if Cummins and Leclanché were to create their version of the mtu Hybrid PowerPack?

I feel that one way or another, the trains in this group should be capable of converting to net-zero operation.

CAF Civity Trains

These three trains have all been recently introduced

  • Class 195 – 25 x two-car and 33 x three-car.
  • Class 196 – 12 x two-car and 14 x four-car.
  • Class 197 – 51 x two-car and 26 x three-car.

Note.

  1. The trains all have Rolls-Royce mtu engines.
  2.  They are capable of 100 mph.
  3. Condition of the interiors is probably as-new!
  4. There are 88 x two-car, 59 x three-car and 14 x four-car.
  5. All these trains were ordered between 2016 and 2018.
  6. Rolls-Royce mtu engines may be able to run on sustainable fuel like Hydrotreated Vegetable Oil (HVO).

I don’t believe that as these trains were only ordered a few years ago, that the trains were bought with the knowledge of a route which would convert these trains to net-zero operation.

I suspect the most likely route to net-zero operation, would involve the following.

  • Replacing the Rolls-Royce mtu engines with mtu Hybrid PowerPacks.
  • Running the trains on sustainable fuel.

The work needed would probably be the same for all trains.

Stadler FLIRT Bi-Mode Trains

  • Class 231 – 11 x four-car.
  • Class 755 – 14 x three-car and 24 x four-car.
  • Class 756 – 7 x three-car and 17 x four-car.

Note.

  1. The trains all have Rolls-Royce mtu engines.
  2.  They are capable of between 75 and 100 mph.
  3. Condition of the interiors is probably as-new!
  4. There are 21 x three-car and 52 x four-car.
  5. All these trains were ordered between 2016 and 2018.
  6. As with other recently ordered trains, I am fairly sure that the Deutz engines will be able to run on sustainable fuel like Hydrotreated Vegetable Oil (HVO).

Stadler have designed these trains, so that diesel engines can be replaced by battery packs.

I suspect the most likely route to net-zero operation, would involve the following.

  • Replacing all or some the Deutz engines with battery packs.
  • Running the trains on sustainable fuel.

The work needed would probably be the same for all trains.

Hitachi AT-300 Trains

Only the bi-mode trains are lists.

  • Class 800 – 31 x five-car and 49 x nine-car.
  • Class 802 – 46 x five-car and 14 x nine-car.
  • Class 805 – 13 x five-car.
  • Class 810 – 33 x five-car.

Note.

  1. The trains all have Rolls-Royce mtu engines.
  2.  They are capable of 125 mph.
  3. Condition of the interiors is probably as-new!
  4. There are 123 x three-car and 63 x nine-car.
  5. Most were built after 2016.
  6. Rolls-Royce mtu engines may be able to run on sustainable fuel like Hydrotreated Vegetable Oil (HVO).
  7. Hitachi are developing battery packs for these trains.

I suspect the most likely route to net-zero operation, would involve the following.

  • Replacing all or some the Rolls-Royce mtu engines with battery packs.
  • Running the trains on sustainable fuel.

The work needed would probably be the same or similar for all trains.

 

 

January 22, 2024 Posted by | Transport/Travel | , , , , , , | 1 Comment

What Will Be The Power Unit In LNER’s New CAF Tri-Mode Trains?

There is a short article in the January 2024 Edition of Modern Railways, that is entitled New LNER Fleet To Have Joint Line Capability.

This is said about the diesel engines in the new CAF tri-mode trains.

CAF will supply 10×10-car trains with overhead electric, battery and diesel capability, financed by Porterbrook. The inclusion of diesel engines as part of the winning bid, rather than a straightforward battery-electric  unit, has surprised some observers, but LNER’s specification was that the fleet should have sufficient self-powered capability to cover the length of the joint line, which is approximately 90 miles. This is currently to be  considered to be beyond the scope of battery-power alone, although as the technology evolves diesel engines could be replaced by batteries. The configuration of diesel engines and batteries within the sets has yet to be decided.

As the paragraph says that the diesel engines can be replaced by batteries and the trains are from CAF’s modular Civity family, it sounds like CAF are using a modular power system.

The CAF Class 195, 196 and 197 diesel multiple units, that are used in the UK,  use mtu Railcar Power Packs, which are shown on this web page.

mtu are a Rolls-Royce subsidiary.

mtu also make a Hybrid Power Pack, which is shown on this web page.

This is the sub-title on the web page.

Individual hybrid drive with a modular design

Underneath is this sub-heading.

It takes revolutionary thinking to develop a smart rail drive system like the Hybrid PowerPack. Find out what makes mtu different, and why our Hybrid PowerPack brings added value to operators while benefiting passengers and the environment alike.

These paragraphs describe the mtu Hybrid PowerPack.

The Hybrid PowerPack was developed from the successful mtu underfloor drives: Tried and tested mtu PowerPacks were modified and equipped with additional components and functionalities in order to integrate hybrid technology. The mtu hybrid concept consists of a modular kit with a variety of drive elements. It satisfies all existing railway standards and can be arranged according to customer specifications.

Thanks to its compact design and the use of power-dense electrical machines, the Hybrid PowerPack can be easily integrated in the existing installation space under the floor, both in new rail vehicles or for repowering. mtu EnergyPacks – the energy storage – can be positioned at various places in the vehicle: on the roof or underfloor. The modular design creates great flexibility for operators who are planning new diesel hybrid vehicles or want to convert existing vehicles.

Based on specifications for the hybrid train and the profile of the planned routes, mtu can simulate the lifecycle costs (capital, maintenance and operating costs) of specific projects. This means that a variety of drive options can be defined even before the design stage. Together with you, we then determine an optimal concept based on your needs.

Note.

  1. mtu Hybrid PowerPacks can be used in new rail vehicles or for repowering.
  2. It looks to me, that the total of 161 of Class 195, 196 and 197 trains, that will soon be all in service in the UK may well have been designed to be converted to hybrid power using mtu Hybrid PowerPacks.
  3. In Would You Buy A Battery Energy Storage System From Rolls-Royce?, I talk about how mtu EnergyPacks are also used for battery storage.
  4. In fact, mtu EnergyPacks could be the secret ingredient to both systems.

This looks like a typical Rolls-Royce product, that pushes the design to the full.

I will be very surprised if LNER’s new CAF tri-mode trains are not powered by mtu Hybrid PowerPacks.

I have a few thoughts.

CAF Are Going For A Proven Solution

CAF are going for a proven power solution, that they will also need for 161 trains in the UK.

Integration of systems like these can be difficult but CAF are using another company to combine diesel, electric and battery power in an efficient way.

I also feel that mtu Hybrid PowerPacks have a big future and Rolls Royce mtu will do what it takes to make sure they dominate the market.

Decarbonising The Trains

I suspect given Rolls-Royce’s philosophy, that the diesel engines will run on sustainable fuels from delivery.

But as the extract from the Modern Railways article says, the space used by diesel engines can be used for batteries.

Follow The Money

Consider.

  1. Porterbrook and Rolls-Royce are both based in Derby.
  2. Porterbrook are a rolling stock leasing company, who own a lot of rolling stock, that could be converted to hybrid trains, using mtu Hybrid PowerPacks.
  3. Porterbrook are financing  LNER’s new CAF tri-mode trains.

I wouldn’t be surprised if Porterbrook and Rolls-Royce have done a lot of due diligence on these trains.

Other Train Operators Will Follow

LNER’s new CAF tri-mode trains may be a bespoke design for LNER, but other train operators will need a similar train.

  • CrossCountry need a replacement low-carbon fleet.
  • ScotRail need a replacement fleet for their Inter7City services.
  • Great Western Railway need a replacement fleet for their GWR Castles.
  • Grand Central need a replacement low-carbon fleet.
  • TransPennine Express need new trains.
  • Open Access Operator Grand Union Trains will need trains.

I think CAF are gong to be busy.

Conclusion

The more I read about Rolls-Royce and its engineering, the more I’m impressed.

 

January 1, 2024 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , | 7 Comments

Carew Castle Express Unveiled In Carmarthen

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

These are the first two paragraphs.

The ‘Carew Castle Express’ has been unveiled to mark the introduction of brand-new Transport for Wales (TfW) trains between Swansea and Carmarthen.

Named as part of TfW’s Magnificent Train Journey competition, the name ‘Carew Castle Express’ was chosen by year 5 pupil Rhys Protheroe from Johnstown Primary School in Carmarthen.

But perhaps, this extract is the most significant statement in the article.

Soon every service west of Carmarthen will be on one of the brand-new trains.

Alexia Course, chief commercial officer for TfW, said: “We’re excited to be running our brand-new trains in West Wales and we’re adding more to our network every few weeks.

CAF and TfW don’t seem to be hanging about in getting these new trains into service.

But then, I suspect some of the trains they replace, will be going to the scrapyard in Newport.

How Will These Trains Be Decarbonised?

My one worry is that these Class 197 trains and the similar Class 195 trains at Northern and the Class 196 trains at West Midlands Trains are diesel powered.

Nothing has been said about how these 141 trains will be decarbonised.

But all three fleets have the same Rolls-Royce mtu 6H 1800 R85L engines, so at least one solution will fit all!

A Thought About LNER’s New Trains

These trains appear to have been delivered quickly.

Did this influence the decision of LNER to buy CAF trains for their fleet expansion?

November 17, 2023 Posted by | Transport/Travel | , , , , , , , , , | 3 Comments

Could The New Northumberland Line Be Used As A Diversion For The East Coast Main Line?

This question was asked by a friend, so I thought I’d investigate.

This OpenRailwayMap shows the Southern end of the Northumberland Line.

Note.

  1. Tracks in red are the 25 KVAC overhead electrified East Coast Main Line.
  2. Tracks in blue are the 1.5 kV overhead electrified Tyne and Wear Metro.
  3. The track in black running alongside the Metro and then turning North is the Northumberland Line.
  4. The Northumberland Line is mainly double track, with some single-track sections.
  5. The blue arrow indicates Northumberland Park station.

At Benton Junction junction in the South-West corner of the map, trains can be handled in the following directions.

  • Trains going North on the East Coast Main Line can go North on the Northumberland Line.
  • Trains going South on the Northumberland Line can go South on the East Coast Main Line.

Currently, only the occasional freight train uses the junction.

When the Northumberland Line opens, there will be two trains per hour (tph) in each direction.

This second OpenRailwayMap shows the Northern end of the Northumberland Line.

Note.

  1. Tracks in red are the 25 KVAC overhead electrified East Coast Main Line.
  2. The blue arrow indicates the Ashington station, which will be the Northern terminus of Northumberland Line services.
  3. The Northumberland Line runs down the Eastern side of the map.
  4. The village of Bedlington, which will have a station on the Northumberland Line is in the South-East corner of the map.
  5. A second track connects Bedlington on the Northumberland Line to the East Coast Main Line, where trains can go North or South.

It does appear that because of the track layout at both ends of the Northumberland Line, the following is possible.

A train going in either direction on the East Coast Main Line can use the Northumberland Line as a diversion.

Passenger services between Newcastle and Morpeth could use the Northumberland Line.

Passenger services between Newcastle and North of Morpeth could use the Northumberland Line.

Note.

  1. Although High Speed Two through Newcastle is probably dead, there is still a need to increase capacity through the area.
  2. I suspect diversions could be useful, when there were problems between Newcastle and Morpeth.
  3. Could the Northumberland Line be used for freight trains to increase capacity through Newcastle?
  4. We shouldn’t ignored the possibilities offered by a reopened Leamside Line.

But I suspect that as housing and other developments get proposed in Northumberland, that more passenger services will be developed.

Conclusion

The Northumberland Line will have limited use for diversions, but could general other services.

November 16, 2023 Posted by | Transport/Travel | , , , , , , , , , | Leave a comment

My First Ride In A Class 397 Train – 15th November 2023

I took these pictures during my first ride in a Class 397 train, between Wigan North Western and Liverpool Lime Street stations.

Note.

  1. Reading the plates, the total weight of the train is 188.4 tonnes.
  2. There are 268 seats.
  3. The ride wasn’t bad at all.
  4. Seats were comfortable.

Build quality was about the same as a Hitachi train.

November 15, 2023 Posted by | Transport/Travel | , , , , , , , | 1 Comment

Grand Central Trains And CAF’s Tri-Mode Trains

In First Tri-Mode Long Distance Trains For The East Coast Main Line, I wrote about LNER’s purchase of a new fleet of ten CAF tri-mode trains to work services between London and Yorkshire.

In this press release from LNER, which is entitled First Tri-Mode Long Distance Trains For The East Coast Main Line, this is a paragraph.

This new fleet of trains will keep LNER on track to reduce its emissions by 67 per cent by 2035 and be net zero by 2045. LNER has already reduced carbon emissions by 50 per cent compared with 2018/19. Per mile, LNER trains produce 15 times less carbon emissions than a domestic flight.

I believe that as they compete over similar routes with LNER, that Grand Central Trains will have to implement a similar decarbonisation strategy or their business will suffer.

The new trains for Grand Central Trains, will need to have the following conditions.

Train Length

Consider.

  • The train must be able to fit all the platforms it will use.
  • Ten-cars may be too long for some of the platforms.
  • Train length should also be long enough to capture as much of the market as possible.

But as adjusting the length of trains is an easy process, I suspect all manufacturers will be happy to supply extra carriages.

Distances Without Electrification

These are the distances on Grand Central Trains’s services without electrification.

  • Doncaster and Bradford Interchange – 52.1 miles
  • Northallerton and Sunderland – 47.4 miles

A battery-electric train with a battery range of 110 miles would probably be able to reach Sunderland and return, after charging on the main line.

But a CAF tri-mode train, which ran on diesel or a suitable sustainable fuel like biodiesel or HVO wouldn’t give the driver, operator or passengers any worries.

Possible Time Savings To Bradford

Digital signalling is being installed on the East Coast Main Line between Woolmer Green and Dalton-on-Tees, which will allow running on the line up to 140 mph.

  • Woolmer Green is 132.1 miles South of Doncaster.
  • A typical train time by Grand Central Trains is 75 minutes.
  • This is an average speed of 110 mph.
  • Trains take typically three hours and eight minutes between London and Bradford Interchange.

I can build a table of timings and savings at various average speeds.

  • 120 mph – 66 minutes – 9 minutes
  • 125 mph – 63 minutes – 12 minutes
  • 130 mph – 61 minutes – 14 minutes
  • 140 mph – 57 minutes – 18 minutes

Several times, I have timed an Hitachi train running at 125 mph on routes like the East Coast Main Line, Great Western Main Line, Midland Main Line and West Coast Main Line, so I have no doubt, that London and Bradford Interchange services can be less than three hours.

These journey time savings will be available to any train able to use the digital electrified railway to the South of Doncaster.

Possible Time Savings To Sunderland

Dalton-on-Tees, where the first phase of the digitally signalling will end, is North of Northallerton, so once the Sunderland train is on the East Coast Main Line, it will be a digital electrified railway all the way to Woolmer Green.

  • Woolmer Green is 194.6 miles South of Northallerton.
  • A typical train time by Grand Central Trains is 151 minutes.
  • This is an average speed of 77.3 mph.
  • Trains take typically three hours and twenty-eight minutes between London and Sunderland.

I can build a table of timings and savings at various average speeds.

  • 120 mph – 97 minutes – 54 minutes
  • 125 mph – 93 minutes – 58 minutes
  • 130 mph – 89 minutes – 62 minutes
  • 140 mph – 83 minutes – 68 minutes

It looks like times of two hours and thirty minutes will be possible between between London and Sunderland.

Will The Trains Need A 140 mph Capability?

Trains will need to average 125 mph on the digital electrified East Coast Main Line to get under three hours for Bradford Interchange and 2½ hours for Sunderland, so I feel a 140 mph capability is required between Northallerton and London.

Could The Trains Split And Join At Doncaster?

High speed paths on the digitally signalled and electrified East Coast Main Line might be at a premium, so running pairs of five-car trains to two destinations could be commonplace working.

  • It could be a way of increasing frequency to Bradford Interchange and Sunderland, by perhaps running pairs of five-car trains that split at Doncaster.
  • Grand Union Trains have proposed in the past to use splitting and joining to run services to Cleethorpes.

As Hitachi trains can split and join, I suspect that the CAF tri-mode trains will be at least able to be retrofitted with the ability.

Conclusion

These are my conclusions.

  • The digital signalling certainly gives good time saving to Yorkshire and the North-East
  • New trains for Grand Union Trains would give them faster services on their existing routes.
  • Trains with a 140 mph capability would be needed.
  • CAF tri-mode trains wouldn’t need any new infrastructure, but battery-electric trains may need chargers at the destinations.
  • Because of the lower infrastructure requirements, I think the CAF trains will get the nod.

 

November 12, 2023 Posted by | Transport/Travel | , , , , , , | 6 Comments

First Tri-Mode Long Distance Trains For The East Coast Main Line

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

This is the sub-heading.

London North Eastern Railway (LNER) is pleased to confirm that CAF has been named as the successful bidder to deliver a fleet of 10 new tri-mode trains for LNER. Porterbrook has been chosen as the financier of the new fleet. The trains will be able to operate in electric, battery or diesel mode.

These are the first two paragraphs.

Benefits of tri-mode trains range from a reduction in emissions, particulates, noise and vibration pollution, lower maintenance and operating costs and upgradeable technology, with an expected increase in range and performance as technology develops further. Battery power reduces the need to use diesel traction in areas where overhead powerlines are not available.

Complementing the modern Azuma fleet of 65 trains, the new ten-coach trains will help LNER achieve its vision of becoming the most loved, progressive and trusted train operator in the UK, delivering an exceptional service for the customers and communities served along its 956-mile network.

I have a few thoughts.

Will The Trains Have Rolls-Royce mtu Diesel Engines?

Consider.

  • CAF’s Class 195, 196 and 197 Civity trains for the UK all have Rolls-Royce mtu diesel engines.
  • Porterbrook are headquartered in Derby.
  • Rolls-Royce are headquartered in Derby.
  • In Rolls-Royce And Porterbrook Agreement Will Drive Rail Decarbonisation, I talked about how the two companies were planning to  decarbonise trains using techniques like mtu Hybrid PowerPacks and hydrogen fuel cells.

I would think it very likely that the new trains will have Rolls-Royce mtu engines.

Will The Trains Have Rolls-Royce mtu Hybrid PowerPacks?

It was in 2018, that I first wrote about mtu Hybrid PowerPacks in Rolls-Royce And Porterbrook Launch First Hybrid Rail Project In The UK With MTU Hybrid PowerPacks.

  • Examples of these power packs are now running in Germany, Ireland and the UK.
  • The mtu Hybrid PowerPack how has its own web site.
  • There is also this YouTube video.
  • If CAF use off-the-shelf mtu Hybrid PowerPacks in their Civity trains, there is one big massive plus – They don’t have to develop the complicated control software to get a combination of diesel engines and batteries to perform as immaculately as Busby Berkeley’s dancers or a Brigade of Guards.
  • The mtu Hybrid PowerPacks also have a big plus for operators – The batteries don’t need separate charging infrastructure.
  • In Rolls-Royce Releases mtu Rail Engines For Sustainable Fuels, I talk about how mtu engines can run on sustainable fuels, such as biodiesel or HVO.

I think it is extremely likely that CAF’s new trains for LNER will be powered by mtu Hybrid PowerPacks.

Class 800 And Class 397 Trains Compared

The Class 800 train is LNER’s workhorse to Scotland from London.

The Class 397 train used by TransPennine Express, is a 125 mph Civity train.

Differences include.

  • The Class 800 train can run at 140 mph, where the signalling allows, but is the Class 397 train only capable of 125 mph?
  • The Class 397 train accelerate at 0.92 m/s², whereas the Class 800 train can only manage 0.7 m/s².
  • The Hitachi train has 14 % more seats, 36 First and 290 Standard as opposed to 22 First and 264 Standard in five-car trains.

I will add to this list.

Will The New Trains Be Capable Of 140 mph Running?

As the East Coast Main Line is being fully digitally signalled to  allow 140 mph running of the numerous Hitachi expresses on the route, I wouldn’t be surprised to see, that the new CAF trains will be capable of 140 mph.

In this article on Modern Railways, which is entitled LNER Orders CAF Tri-mode Sets, this is said.

The new fleet will be equipped with CAF Signalling’s European Rail Traffic Management System digital signalling. This will align with the East Coast Digital Programme, which aims to introduce European Train Control System (ETCS) on the southern stretch of the East Coast main line from King’s Cross to Stoke Tunnel by 2029.

Later in the article this is said.

LNER has retained 12 ‘91s’ hauling eight rakes of Mk 4s, and the rollout of ETCS is another reason the operator has sought to order the replacement fleet. LNER’s passenger numbers have rebounded more quickly than other operators post-Covid, which has helped make the case for confirming the order.

This does seem sensible.

What Will Be The Range Of The CAF Trains Without Electrification?

The longest LNER route without electrification is the Northern section of the Inverness service between Inverness and Dunblane, which is 146.1 miles. There are also eight stops and some hills.

In Edinburgh to Inverness in the Cab of an HST, there’s a video of the route.

I’m sure that even, if they don’t normally run the new trains to Inverness, being able to do so, could be useful at some point.

It should be noted that the Guinness World Record for battery-electric trains is 139 miles, which is held by a Stadler Akku.

I am left with the conclusion that London and Inverness needs a tri-mode train or lots of electrification. Did this rule out Hitachi?

The Number Of Trains Ordered

The Modern Railways article says this about the number of trains.

The contract includes an eight-year maintenance services agreement with an option to extend; CAF says the order value, including maintenance, exceeds €500 million. When the tender was published the intention was to include an option for five additional sets; LNER confirmed to Modern Railways there is an option to purchase additional sets on top of the base order of 10.

Can we assume this means that other trains will be ordered, if the trains are a success?

Can These New CAF Trains Be Made Net Zero?

This is a paragraph, in the LNER press release.

This new fleet of trains will keep LNER on track to reduce its emissions by 67 per cent by 2035 and be net zero by 2045. LNER has already reduced carbon emissions by 50 per cent compared with 2018/19. Per mile, LNER trains produce 15 times less carbon emissions than a domestic flight.

As the new CAF trains will probably have a service life of at least forty years, there must be some way, that these new trains can be made net zero.

Consider.

  • I am absolutely certain, that the new CAF trains will have Rolls-Royce mtu diesel engines.
  • LNER’s existing Class 800 and 801 trains have Rolls-Royce mtu diesel engines.

Rolls-Royce mtu according to some of Rolls-Royce’s press releases appear to be developing net zero solutions based on hydrogen or net zero fuels.

This press release from Rolls-Royce is entitled Rolls-Royce Successfully Tests mtu Engines With Pure Hydrogen, suggests that Rolls-Royce mtu are working on a solution.

Routes They Will Serve

The Modern Railways article says this about the routes to be served.

Modern Railways understands the new fleet will be maintained at Neville Hill depot in Leeds and, like the ‘225’ sets, will be used predominantly on services between London and Yorkshire, although unlike the ‘225s’ the tri-modes, with their self-power capability, will be able to serve destinations away from the electrified network such as Harrogate and Hull.

Note.

  1. This surprised me, as I’d always expected the Yorkshire routes will be served by Hitachi battery-electric trains.
  2. But it does look that both Harrogate and Hull stations, have long enough platforms to hold a ten-car train.
  3. With their tri-mode technology, it also looks like the CAF trains won’t be needed to be charged before returning to London.

The last point would enable them to try out new routes.

These are distances from the electrification of the East Coast Main Line of the destinations that LNER served, where there is not full electrification.

  • Aberdeen via Ladybank – 91.4 miles
  • Carlisle via Skipton – 86.8 miles
  • Cleethorpes via Newark and Lincoln – 63.9 miles
  • Harrogate via Leeds – 18.3 miles
  • Huddersfield via Leeds – 17.2 miles
  • Hull via Temple Hirst junction – 36.1 miles
  • Inverness via Dunblane – 146.1 miles
  • Lincoln via Newark – 16.7 miles
  • Middlesbrough via Northallerton – 22.2 miles
  • Scarborough via York – 42.1 miles
  • Sunderland via Northallerton – 47.4 miles

Note.

  1. The first place after the ‘via’ is where the electrification ends.
  2. Carlisle could be a possibility during High Speed Two upgrading of the West Coast Main Line or for an enthusiasts’ special or tourist train.
  3. Cleethorpes is a possible new service for LNER. I wrote about this in LNER To Serve Cleethorpes.
  4. Scarborough must be a possible new service for LNER.
  5. All stations can take ten-car trains, with the possible exception of Middlesbrough, which is currently being upgraded.
  6. Huddersfield and Leeds is being electrified under the TransPennine Upgrade.

This would appear to show that LNER need enough bi-mode or tri-mode trains to run services to Aberdeen, Cleethorpes, Harrogate, Hull, Inverness, Lincoln, Middlesbrough and Sunderland.

But.

  • It would appear that the initial batch of trains, will not be serving the North of Scotland.
  • Aberdeen and Inverness could be served, when there is enough electrification at the Southern end.

I am also fairly sure, that no significant infrastructure is required.

Do Hitachi Have A Problem?

I am starting to wonder, if Hitachi are having trouble with the designing and building of their battery packs.

  • It’s not like Hitachi to allow someone to run off with a €500 million contract from under their nose.
  • Are they short of capacity to build the trains at Newton Aycliffe?

But then they’re probably up to their elbows in work on the High Speed Two Classic-Compatible trains.

Are There Any Other Routes, Where The New CAF  Trains Could Be Employed?

The trains would certainly be suitable for these routes.

  • Chiltern – InterCity services.
  • CrossCountry Trains – Fleet replacement
  • Grand Central Trains – Fleet replacement
  • Grand Union Trains – For Carmarthen and Stirling open access services.
  • Great Western Railway – Replacing Castles in the South West.
  • ScotRail – Replacing Inter7City trains.
  • South Western Railway – Basingstoke and Exeter St. Davids and other routes.

Note.

  1. CAF could sell a lot of trains.
  2. I estimate that fleet replacement for Grand Central Trans would cost around €350 million
  3. The specification would vary according to the route.

Could CAF  have got the LNER order, because they have the capacity in the Newport factory?

Conclusion

It looks like CAF have done a good job in designing the trains.

I’m also fairly sure that CAF are using Rolls-Royce mtu PowerPacks.

 

 

 

 

November 11, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , , , | 6 Comments

TransPennine Express To Stop Using Loco-Hauled Push-Pull Trains In December

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

This is the sub-heading.

TransPennine Express has confirmed that it will cease using its push-pull sets of Class 68 locomotives and MkVa coaches, previously designated Nova 3 sets, from the December 2023 timetable change.

These are my thoughts.

The Nova 3 Trains

Currently, the Nova 3 trains are made up from the following.

Note.

  1. There have been complaints about the noise of the Class 68 locomotives at Scarborough and also at Marylebone with Chiltern Railways.
  2. The Class 68 locomotives could be switched to freight duties.
  3. The coaches are capable of 125 mph.
  4. A maximum of thirteen sets can be created.
  5. I suspect CAF wouldn’t object to being asked to build some more Mark 5a coaches and driving van trailers.
  6. The current fleet has a spare locomotive and a spare driving van trailer to allow for servicing.

All locomotives and coaches are a maximum of seven years old, so will have plenty of life left.

The Class 93 Locomotive

Rail Operations Group have ordered ten Class 93 locomotives, with twenty options, which have an impressive specification.

  • Built by Stadler in Valencia.
  • Same family as a Class 68 and 88 locomotive.
  • Electric, diesel and battery power
  • 110 mph operating speed
  • Ability to pull passenger and freight trains.
  • Delivery scheduled for 2023.

I believe that if the Class 68 diesel locomotive of a Nova 3 train, were to be replaced with a Class 93 locomotive, a very useful train would be created.

  • It would be ten mph faster, than a Nova 3 train.
  • It could use the diesel engine and the batteries to bridge gaps in electrification.
  • By adding extra carriages it could be tailored to the needs of a route.
  • In Vegetable Oil Fuelling Chiltern Railways Trains In UK First, I discuss how it might be possible to run all these locomotives on HVO to cut emissions.
  • It could be quieter.

Could it be a simple way to reduce carbon emissions on a route?

The Successor To The Class 93 Locomotive

Stadler keep innovating in their designs for locomotives and are already building hydrogen-powered multiple units.

I can see Stadler coming up with a hydrogen-powered locomotive, with the following specification.

  • In the same family as Class 68, 88 and 93 locomotives.
  • Ability to do everything that Class 68, 88 and 93 locomotives can do.
  • Ability to use 25 KVAC overhead electrification, where it exists.
  • Ability to be able to be fitted with third-rail equipment, so it can use 750 VDC third-rail electrification, where it exists.
  • At least a 110 mph operating speed.
  • Range of at least 200 miles on hydrogen.

Stadler would sell a lot of these locomotives to decarbonise railways all over the world.

Possible Routes

These are possible routes for a rake of Mark 5a coaches hauled by a Class 93 locomotive or its zero-carbon successor.

Hull Trains

Consider.

  • Hull Trains is an open access operator.
  • Hull Trains currently have a fleet of five Class 802 trains, each of which have five-cars.
  • A Class 93 locomotive has a power of 900 kW on diesel, whereas the Class 802 train has 2100 kW.
  • The Class 802 train has nearly ten percent more capacity.
  • In Ten-Car Hull Trains, I saw two Class 802 trains working as a pair. Does this indicate they have a capacity problem?
  • Between Hull and the East Coast Main Line is only 36.1 miles and  isn’t very challenging and I suspect could probably be easily handled by a Class 93-hauled rake of Mark 5a coaches.
  • Adding extra coaches would not be difficult and would probably be less costly than with the more complex Class 802 trains.
  • Hull Trains need to have a plan to decarbonise.
  • HVO could be used to cut down emissions.

A Class 93-hauled rake of Mark 5a coaches could be an intermediate step  to full decarbonisation with a hydrogen locomotive.

Would other operators of Class 802 trains like to increase their fleets, by adding Hull Trains’s five Class 802 trains?

TransPennine Express

Consider.

  • TransPennine Express currently have four different fleets of trains, so it must cause problems with the allocation of drivers.
  • The Class 397 trains are confined to the West Coast Main Line.
  • So that leaves the bi-mode Class 802 trains and the diesel Class 185 trains to work the TransPennine routes.

The Wikipedia entry for the Class 802 train, gives more details of the plans for the Class 802 trains.

During October 2021, it was announced that TransPennine Express, Hitachi, and Angel Trains had agreed to convert one of the former’s Nova 1 trainsets into a battery hybrid train on a trial basis with the aim of supporting the technology’s further development. If successful, Hitachi and Angel Trains have proposed the retrofitting of the entire fleet. In January 2022, reports emerged that the Nova 1 fleet was operating under diesel power even when operating on entirely electrified sections of the East Coast Main Line on account of the insufficient power supplies present along the line; national railway infrastructure owner Network Rail is reportedly set to complete upgrades to the power supplies within two years.

The fleet is also set to benefit from the rollout of electrification under the Transpennine route upgrade scheme. The company’s management has noted that, in the event of largescale electrification being funded and implemented, the Class 802s could have some of their engines removed to reduce roughly 15% of their weight and thus raise their efficiency. Furthermore, Leo Goodwin, TPE’s managing director, has observed that while the Class 802s have an initial maximum speed of 125 mph (201 km/h), they have the capability of being modified for operating at 140 mph (230 km/h) if infrastructure upgrades were to permit such speeds at a future date.

Could an augmented fleet of battery-electric Class 802 trains handle the bulk of the TransPennine routes, with the shorter and unelectrified ones still being handled by the Class 185 trains?

These shorter routes are.

  • Leeds and Huddersfield
  • Manchester Piccadilly and Huddersfield
  • York and Scarborough

Plans only exist to electrify Leeds and Huddersfield.

I suspect a few more battery-electric Class 802 trains would be needed.

Great Western Railway

Could a Class 93-hauled rake of Mark 5a coaches be used as a replacement for the GWR Castles or short-formation InterCity125s?

  • They both have four passenger coaches.
  • They are both 125 mph trains.
  • A Class 68 locomotive could be used on routes without electrification.
  • HVO could be used to cut down emissions.
  • The Mark 5a coaches would probably be quieter, as they only have one diesel engine.

A Class 93-hauled rake of Mark 5a coaches could be an intermediate step  to full decarbonisation with a hydrogen locomotive.

Alternatively, five-car Class 802 trains could be used as replacements for GWR Castles.

Great Western Railway also have the problem of decarbonising services between Bristol/Gloucester and Weymouth/Southampton/Portsmouth.

Great Western Railway look like they’re needing some innovative thinking.

I also suspect a few more battery-electric Class 802 trains would be needed for other routes.

Transport For Wales Rail

Transport for Wales Rail run a Premier Service between Holyhead and Cardiff using Class 67 locomotives and Mark 4 coaches.

According to the Wikipedia entry for Transport for Wales Rail, they have seven sets of 4/5 coaches to run this service.

If Transport for Wales Rail wanted to decarbonise this route, they would need to replace the locomotives for a zero-carbon unit.

Perhaps, their best solution, would be to wait until a suitable hydrogen-powered locomotive is available and buy seven rakes of new coaches with driving van trailers.

Grand Union

Grand Union has a detailed Wikipedia entry, where this is the first paragraph.

Grand Union is a prospective open access operator who are proposing to operate train services in the United Kingdom from England to Wales and Scotland. Grand Union is headed by Ian Yeowart, who founded previous open access operators Alliance Rail Holdings and Grand Central before selling both to Arriva.

That seems a sound foundation.

  • They have permission to run trains between Paddington and Carmarthen starting in December 2024.
  • They have also applied to run trains between Euston and Stirling.
  • They are now backed by Spanish companies; Serena Industrial Partners and Renfe.
  • They are proposing to use nine Mark 4 coaches hauled by Class 93 locomotives.

Consider.

  • CAF has a factory in Wales.
  • CAF has sold trains to Transport for Wales.
  • The Mark 5a coaches will definitely be available by December 2024.
  • Mark 5a coaches could easily be arranged as a rake of eight coaches and a driving van trailer.
  • Grand Union is backed by Spanish companies.

I wouldn’t be surprised if Grand Union were to use sets of CAF-built Mark 5a coaches for their Carmarthen service. And later for their Stirling service.

A Class 93-hauled rake of Mark 5a coaches could be an intermediate step  to full decarbonisation with a hydrogen locomotive.

Grand Central

Consider.

  • Grand Central is another open access operator.
  • Grand Central has a mixed fleet of twelve five-car diesel trains.
  • These trains run under electrification on the East Coast Main Line.
  • According to the Wikipedia entry for Grand Central trains, they have plans for expansion across the North and to and from London.
  • Grand Central need to have a plan to decarbonise.
  • HVO could be used to cut down emissions.

A Class 93-hauled rake of Mark 5a coaches could be an intermediate step  to full decarbonisation with a hydrogen locomotive.

South Western Railway

South Western Railway have an excellent fleet of new or nearly new trains, with the exception of the diesel Class 158 and Class 159 trains, that work services between Waterloo and Exeter trains via Basingstoke and Salisbury.

  • Waterloo and Exeter is 172 miles.
  • Only the 47.7 miles between Waterloo and Basingstoke is electrified with 750 VDC third-rail electrification.
  • Train lengths vary between five and eight cars.
  • The current trains date from around 1990 and must need replacing soon.

I wouldn’t be surprised that if after a rebranding with new trains, this could be a popular route.

A version of Hitachi’s ubiquitous bi-mode Class 802 could be used.

But.

  • They would need to be ordered and built.
  • The third-rail gear, would need to be developed and tested.
  • Passengers would be travelling for over two and a half hours with underfloor diesel engines.

An alternative could be a Class 68-hauled rake of Mark 5a coaches.

  • These trains would be available after release from TransPennine Express.
  • They would run in TransPennine Express formation.
  • Length could be adjusted by adding or removing coaches, if required.
  • The noise is all in the locomotive, which is isolated from the passengers.

At some point in the future, the route could be decarbonised by swapping the locomotive for a hydrogen-electric locomotive with the ability to handle third-rail electrification.

ScotRail

ScotRail have a similar problem to Great Western Railway with their short-formation InterCity125s.

  • They have 52 Class 43 locomotives and 120 Mark 3 coaches, which is probably enough for 24 trains.
  • Scotland has substantial amounts of electrification.
  • I feel that a Class 68-hauled rake of Mark 5a coaches would be a more than adequate replacement.
  • Class 93 locomotives could be used where routes are partially electrified.
  • Scotland is not going to be short of green hydrogen.

When a suitable hydrogen-electric locomotive is available, these trains can be decarbonised.

CrossCountry

CrossCountry have a fleet consisting of the following trains.

  • 5 – 2+7 InterCity125 trains
  • 7 – two-car Class 170 trains
  • 22 – three-car Class 170 trains
  • 34 – four-car Class 220 trains
  • 4 – four-car Class 221 trains
  • 20 – five-car Class 221 trains

Note.

  1. The fleet is all diesel.
  2. I’ll ignore the Class 170 trains in this analysis.
  3. The Class 220 and 221 trains often work in pairs to provide the required capacity.

So how could these trains be decarbonised?

  • The InterCity125s and the Class 220 and 221 trains could be replaced by a locomotive-hauled rake of Mark 5a coaches of an appropriate length.
  • Motive power could be provided by an appropriate Class 68 or 93 locomotive.

When a suitable hydrogen-electric locomotive is available, these trains can be fully decarbonised.

Decarbonisation Of UK Main Line Services

It is generally assumed that the railways of the UK will need to fully decarbonise if the UK and the constituent nations are going to meet their decarbonisation targets.

I believe that my analysis shows that decarbonisation of main line passenger services can be achieved by the purchase of two types of trains.

  • Five-car bi-mode Class 802 trains or similar.
  • Locomotive-hauled rakes of Mark 5a coaches of an appropriate length.

Note.

  1. The Class 802 trains would be mainly to augment existing Hitachi fleets.
  2. Some Class 802 trains would be fitted with batteries instead of diesel generators to handle gaps in the electrification.
  3. The rakes of coaches would be powered by an appropriate locomotive.
  4. The lengths of the rakes of coaches would be adjusted to meet the demand of each service.

Initially, the following locomotives would be used.

  • Class 68 locomotives would be used on unelectrified lines.
  • Class 93 locomotives would be used on full or partially electrified lines.

When the hydrogen-electric locomotives become available, these would take over the routes, which couldn’t be decarbonised by full electrification or by using a Class 93 locomotive.

 

 

 

 

August 31, 2023 Posted by | Hydrogen, Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , | 7 Comments

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

Key Mainline Testing Undertaken In Bi Modal Hydrogen Train Project

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

This is a key paragraph.

In the test, lithium-titanate batteries and the hydrogen fuel cells have been retro-fitted to a CAF Civia Class 463 commuter electric unit train. This then has the ability to create a hybrid powertrain which can run on electrified lines alongside standard lines.

This paragraph describes some of the testing.

The new power system has been integrated into the existing vehicle’s traction system and the current tests on the mainline follow closed track testing and static testing at CAF’s plant in Zaragoza. The mainline testing has taken place across lines in Zaragoza, Madrid and Galicia but the crucial test run for the new unit was on the Zaragoza-Canfranc line where it ran in both electric mode on the electrified line before switching to hybrid mode, combining the fuel from hydrogen fuel cells and batteries where needed.

It sounds like this is a better specified hydrogen-powered train than Alstom’s iLint.

June 7, 2023 Posted by | Hydrogen, Transport/Travel | , , , , , | 3 Comments

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