The Anonymous Widower

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

Designing A Battery-Powered Mountain Goat

When I wrote Up To Ebbw Vale From Newport, this comment was posted.

I’m not surprised that the Class 150 train, had no difficulty in climbing up to Ebbw Vale Town. The max gradient is around 1 in 65. There are plenty of places in Britain where gradients are steeper and indeed part of the type test for all dmus was to climb the 2 mile, 1 in 37.7 Lickey Incline starting a couple of hundred metres before the beginning of the slope.

It certainly got me thinking.

Could a line like Newport and Ebbw Vale be decarbonised, by simply fitting batteries to an appropriately-sized electric train?

  • The battery would be charged using the 25 KVAC overhead electrification in Newport station.
  • The train would climb the hill to Ebbw Vale Town on battery power.
  • Coming down the regenerative braking would charge the battery.
  • Once in the platform at Newport station, the battery would be topped up, to the level needed to climb the hill, from the existing electrification.

The question is can the train carry enough juice in a battery?

I will work the example through with a three-car Class 331 train.

  • I have chosen a Class 331 train, as CAF have a factory in Newport.
  • The train weighs 30.48 tonnes.
  • It has 213 seats.
  • If I assume that each passenger is 80 Kg including baggage, bikes and buggies, that gives a mass of 17.04 tonnes or a total mass of 47.08 tonnes.
  • The difference in altitude between Ebbw Vale Town and Newport is 764 feet.

Using Omni’s Potential Energy Calculator, that gives a value of 29.9 kWh.

This OpenRailwayMap shows the tracks from Newport to Pye Corner.

Note.

  1. Red tracks are electrified and black ones are not.
  2. Newport station is in the North-East corner of the map, with the South Wales Main Line running through.
  3. Pye Corner station is marked by the blue arrow and is the first station on the climb to Ebbw Vale.
  4. The unelectrified Ebbw Vale branch has a triangular junction with the electrified South Wales Main Line.
  5. The electrification continues for a short way towards Pye Corner and goes all the way to Newport and Cardiff.
  6. Trains take 24 minutes to turn round in Newport.
  7. Newport and Ebbw Vale Town is about twenty miles.

It can be safely said that trains will start their climb to Ebbw Vale with a full battery.

What Battery Size Will Be Needed?

I don’t think it will be that large and it will be the smallest battery, that could take a train up the hill.

As part of the climb is double track, the up track could be electrified to enable a smaller battery to be used, which would mean less power would be needed, due to the lower weight.

Conclusion

I believe that it will be possible to fit CAF’s Class 331 trains with a battery large enough to take a train up the hill to Ebbw Vale Town.

February 5, 2024 Posted by | Transport/Travel | , , , , , , , , | 3 Comments

Ebbw Vale Town Station – 3rd February 2024

I took these pictures as Ebbw Vale Town station.

Note.

  1. There is a cableway to the main town.
  2. But t wasn’t working as it was Saturday.
  3. There is a large college.
  4. There was no information, as to how to get to the town.
  5. The Cardiff and Newport trains alternate every half hour.

The area certainly needed better information and perhaps a cafe, so that commuters can buy a coffee for their journey!

These are my thoughts.

The Capacity Of Ebbw Vale Town Station

According to this page on the Network Rail web site, the single platform at Ebbw Vale Town station is approximately 150 metres in length to fit up to six train carriages.

As at the current time, services are run by two- or three-car, it would appear that if a train failed in the station, the platform is long enough to accommodate another train to continue the services.

In the Wikipedia entry for Ebbw Vale Town station, it is indicated that a second platform could be built. There is certainly enough space.

Operation Of Ebbw Vale Town Station

I was at Ebbw Vale Town station for nearly two hours and I watched three Newport and two Cardiff trains arrive and leave every half-hour.

  • I had arrived on the first train from Newport.
  • The Cardiff trains were busy with passengers for the rugby.
  • I took the third Newport train, so I could catch my train back to Reading.
  • The system seemed to be working well.

Is there another single-platform station on a branch line, that serves two main line stations alternatively every half hour?

Increasing Capacity To Ebbw Vale Town Station

In Designing A Battery-Powered Mountain Goat, I stated that I believe that a small fleet of CAF’S Class 331 trains fitted with batteries could handle the Cardiff and Newport services to Ebbw Vale Town.

The sight and the curiosity of battery-electric trains climbing up the hills will certainly create more traffic on the route.

The simple solution is to lengthen the trains and that is easy at the moment, as the services are run using Class 150 trains with a Class 153 to add extra capacity, where needed.

But could a half-hourly service be run to both Cardiff and Newport?

This would double the capacity and make it more user friendly.

Nothing is said on the Internet about whether this is possible on not, but I believe that with modern digital signalling and battery-electric trains, with better performance than the elderly British Rail-era diesels, that it would be possible to run a half-hourly service to both Cardiff and Newport.

Conclusion

I believe that Network Rail have done a good job in designing this scheme.

February 5, 2024 Posted by | Transport/Travel | , , , , | Leave a comment

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

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