The Anonymous Widower

Teeside’s Refurbished Trains

On my trip around Teeside, I took four trains.

There was none of the usual rubbish, that I have endured in the North like this scrapyard special at Carlisle.

All trains were refurbished Class 158 trains.

They were a lot better, with tables and clean, working toilets.

But will they get replaced with hydrogen or updated to zero-carbon trains?

Hydrogen Trains

In Fuelling The Change On Teesside Rails, I talked about the local services on Teesside being run by a fleet of hydrogen trains, based on an article in RAIL Magazine.

But the order has not been placed and it must be getting tight if trains are going to run in a few years.

There was this report in the November 2020 Edition of Modern Railways, which is entitled Tees Valley Hydrogen Hub.

This is the first paragraph.

Mott MacDonald is to create a masterplan for the development of a hydrogen transport hub  in the Tees Valley. Transport Secretary Grant Shapps made the announcement as he travelled on the HydroFLEX on the 29th of September.

It appears the masterplan could be published in January and would cover several modes of transport.

Battery Electric Trains

There have been developments in the battery electric train field over the past few months.

Hitachi at Newton Aycliffe and Hyperdrive Innovation at Sunderland have partnered up to produce Hitachi’s Regional Battery Train. Three-car trains based on Hitachi’s Class 385 trains would be ideal for trundling around the North East.

The trains would need charging and what better charging system is there than Vivarail’s Fast Charge system? And they could be produced at Vivarail’s factory at Seaham just up the coast towards Sunderland.

As I indicated in £100m Station Revamp Could Double Local Train Services, where I said this about the location of chargers to power battery electric trains in the Tees and the Tyne.

There will need to be strategically-placed battery chargers around the North-East of England. These could include.

    • Hexham
    • Nunthorpe
    • Redcar or Saltburn – This would also be used by TransPennine Express’s Class 802 trains, if they were to be fitted with batteries.
    • Whitby

If Grand Central did the right thing and ran battery electric between London and Sunderland, there would probably be a need for a battery charger at Sunderland.

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

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

Vivarail might just have another card or should it be train to play.

In the video, Mr. Shooter discusses using Vivarail’s technology to convert British Rail era diesel multiple units to battery electric trains.

Northern have already refurbished the Class 158 trains, so it would surely be an economical route to convert them to battery electric operation.

October 30, 2020 Posted by | Hydrogen, Transport | , , , , , , | 1 Comment

Replacement Of South Western Railway’s Class 158/159 Trains

South Western Railway use Class 158 and Class 159 trains on the following routes.

  • London Waterloo and Salisbury (and Yeovil Pen Mill)
  • London Waterloo and Exeter St Davids
  • Romsey and Salisbury
  • Salisbury and Bristol Temple Meads

The two types of train are very similar, with the Class 159 trains being converted from Class 158 trains.

  • There are ten two-car Class 158 trains in service with South Western Railway. which have a capacity of around 140 seats
  • There are thirty three-car Class 159 trains in service with South Western Railway, which have a capacity of 196 seats
  • Each car has a diesel engine driving two axles through a hydraulic transmission.
  • Both trains have an operating speed of 90 mph.
  • The trains are all around thirty years old.

I took these pictures on my trip to Basingstoke station on Friday, when I rode in nine-car formation of three Class 159 trains both ways.

Note.

  1. For much of the route between Clapham Junction and Basingstoke, the trains were doing just a few mph short of ninety on the 100 mph route.
  2. The interiors are fairly spacious and I got a table seat both ways.

As diesel multiple units go, there are worse ones in service in the UK. And I don’t mean Pacers.

Replacement Possibilities

Ideally, these trains should be replaced with zero-carbon trains.

As most of the routes, on which the trains run are not-electrified, there must either be a lot of new third-rail electrification or battery electric trains must be used.

These are my thoughts for the various trains.

Two-Car Class 158 Train

These trains have the following specification.

  • Length – 46 metres
  • Seats – 140
  • Operating Speed – 90 mph

In Converting Class 456 Trains Into Two-Car Battery Electric Trains, I stated that these Class 456 battery electric trains would have the following specification.

  • Seats – 113
  • Range on Battery Power – 30-40 miles
  • Operating Speed – 75 mph

I also felt that as the trains would receive a new AC traction system, that the operating speed could be increased to perhaps 90 mph.

I wouldn’t be surprised to find, that a professional conversion capitalising on Alstom’s work to create the Class 600 hydrogen train, could turn a Class 456 train into a battery electric replacement for a two-car Class 158 train.

Three-Car Class 159 Train

These trains have the following specification.

  • Length – 69 metres
  • Seats – 196
  • Operating Speed – 90 mph

Could these be replaced with a three-car Class 456 battery electric train, lengthened by the addition of a Trailer Car from a Class 321 train, that has been converted to a Class 600 hydrogen train?

As most Class 159 trains probably work in longer formations, this could be a possibility, to replace units working alone.

Two Three-Car Class 159 Trains Working As A Six-Car Formation

These trains have the following specification.

  • Length – 138 metres
  • Seats – 392
  • Operating Speed – 90 mph

This formation would be impossible for Class 456 battery electric trains, so it must be a case for calling up the heavy brigade, in the shape of Hitachi’s Regional Battery Train, which is described in this Hitachi infographic.

A five-car version of this train could have the following specification.

  • Length – 130 metres
  • Seats – 326
  • Range on battery power – 56 miles
  • Operating Speed – 100 mph
  • It would probably be able to work with both 25 KVAC overhead and 750 VDC third-rail electrification.

Note.

  1. More seats could probably be fitted if needed.
  2. Platforms where the trains would work can already accept nine-car Class 159 trains, which are 207 metres long.
  3. The trains would charge the batteries using the electrification between London Waterloo and Basingstoke.
  4. Fast Charge facilities would also be needed at some intermediate and terminal stations like Bristol Temple Meads, Exeter St. Davids, Salisbury, Westbury and Yeovil Junction.
  5. These trains would be ten mph faster than the Class 159 trains and this may enable the saving of a few minutes between London Waterloo and Basingstoke stations.

A six-car version would be possible, if more capacity is needed.

Three Three-Car Class 159 Trains Working As A Nine-Car Formation

These trains have the following specification.

  • Length – 207 metres
  • Seats – 588
  • Operating Speed – 90 mph

An eight-car version of Hitachi’s Regional Battery Train could have the following specification.

  • Length – 208 metres
  • Seats – 522
  • Range on battery power – 56 miles
  • Operating Speed – 100 mph
  • It would probably be able to work with both 25 KVAC overhead and 750 VDC third-rail electrification.

Note.

  1. More seats could probably be fitted if needed.
  2. Platforms where the trains would work can already accept nine-car Class 159 trains, which are 207 metres long.
  3. The trains would charge the batteries using the electrification between London Waterloo and Basingstoke.
  4. Fast Charge facilities would also be needed at some intermediate and terminal stations like Bristol Temple Meads, Exeter St. Davids, Salisbury, Westbury and Yeovil Junction.
  5. These trains would be ten mph faster than the Class 159 trains and this may enable the saving of a few minutes between London Waterloo and Basingstoke stations.

A nine-car version would be possible, if more capacity is needed.

More Capacity Between London Waterloo And Basingstoke

London Waterloo and Basingstoke was very busy before COVID-19 and it needed more capacity.

  • All the express passenger trains are capable of 100 mph, with the exception of the diesel Class 158 and Class 159 trains, which can only do 90 mph.
  • If these diesel trains were to be replaced by Hitachi’s Regional Battery Trains, these trains will be able to do 100 mph on battery power.

This speed increase will enable faster journey times and increase capacity.

  • But between London Waterloo and Basingstoke, they will be using the third-rail electrification.
  • Class 800 and Class 801 trains, which are cousins of the Regional Battery Train are currently able to do 125 mph between London Paddington and Swindon and London Kings Cross and Doncaster.
  • London and Doncaster is being upgraded to 140 mph running.

So will we see 125 mph running between London Waterloo and Basingstoke? I will be very surprised if we didn’t, before 2030.

Charging The Batteries

Much of the charging of batteries will be performed whilst running on electrified lines.

But as I indicated there will need to be Fast Charge facilities at intermediate and terminal stations.

The Need For A Universal Fast Charge Facility For All Battery Electric Trains

If you look at Salisbury for example, the facility would need to be able handle all types of battery electric trains. So the Government, Network Rail and the Office of Road and Rail must come up with a universal design of charging facility that can be used by all battery electric trains.

Standard UK electrification, which can be either 25 KVAC overhead or 750 VDC third-rail, can obviously be used, as all battery electric trains will be designed to be able to charge the batteries, whilst running on electrified lines.

But a Universal Fast Charge system is surely needed, that can charge every battery electric train running on the UK rail network.

Splash-and-Dash At Yeovil Junction Station

But I believe that trains like Hitachi’s Regional Battery Train, when working long routes like Salisbury and Exeter will need the equivalent of Formula One’s Splash-and-Dash, where a fast pit-stop enabled cars to complete the race in the most economic manner.

If you look at timings between Salisbury and Exeter on Real Time Trains, you find the following.

  • Salisbury and Exeter is 88.5 miles
  • Salisbury and Yeovil Junction is 39 miles
  • Yeovil Junction and Exeter St. Davids is 50 miles
  • Trains seem to be timed to wait between 8-14 minutes at Yeovil Junction station.
  • At several times during the day the Westbound and Eastbound services pass at Yeovil Junction station.

I would assume the wait and the passing, are so that trains can safely navigate the sections of single-track line, that are a legacy of British Rail’s policy of saving money, that affectively ruined the efficiency of sections of the network.

It would appear that a well-designed Universal Fast Charge facility at Yeovil Junction station could enable battery electric trains to run between Salisbury and Exeter St Davids stations, without any adjustment to the existing timetable.

This Google Map shows Yeovil Junction station.

Note.

  1. Yeovil Junction station is in the South West corner of the map.
  2. The West of England Main Line passes East-West through the station.
  3. The station has two platforms.
  4. The two lines running North to Yeovil Pen Mill and Westbury stations.
  5. The line running between the North side and the South-East corner of the map is the Heart of Wessex Line, between Yeovil Pen Mill in the North and Weymouth in the South.
  6. Most links between the West of England Main Line and the Heart of Wessex Line have been removed.

The station doesn’t appear short of space.

Great Western Railway’s Gloucester And Weymouth Service

If a link between Yeovil Junction station and the Heart of Wessex Line towards Weymouth, this would enable Great Western Railway’s Gloucester and Weymouth service to call at both Yeovil stations, with a reverse at Yeovil Junction.

It would surely, improve the train service for the town of Yeovil.

If in the future, it was desired to run the Gloucester and Weymouth service using a battery electric train, Yeovil Junction station could be used to charge the train’s batteries.

Vivarail’s Fast Charge System

Vivarail’s Fast Charge system has been patented and demonstrated and this could be used with both the battery electric Class 456 train and Hitachi’s Regional Battery Train.

So it could be used as an initial design for a Universal Fast Charge system.

Conclusion

A mix of these battery electric trains could probably replace the Class 158 and 159 trains.

  • Two-car Class 456 train
  • Three-car Class 456 train
  • Five-car Hitachi Regional Battery Train
  • Eight-car Hitachi Regional Battery Train

Note.

  1. Universal Fast Charge facilities would also be needed at some intermediate and terminal stations like Bristol Temple Meads, Exeter St. Davids, Romsey, Salisbury, Westbury and Yeovil Junction.
  2. Services between London Waterloo and Basingstoke could be faster.

These rebuilt and new trains would fully decarbonise South Western Railway.

 

 

August 16, 2020 Posted by | Energy Storage, Transport | , , , , , , , , | 1 Comment

Westbury Station – 30th July 2020

I went to Westbury station today and took these pictures.

I found Westbury station to be a station in extremely good condition.

It also had a buffet, where I was able to purchase a delicious ice cream.

Passenger Services Through Westbury Station

I was at the station for about an hour and several trains passed through.

Great Western Railway services through the station include.

  • One train per two hour (tp2h) – London Paddington and Exeter St. Davids – Stops
  • One tp2h – London Paddington and Penzance – Passes through
  • One tp2h – London Paddington and Plymouth – Passes through
  • One train per hour (tph) – Cardiff Central and Portsmouth Harbour – Stops
  • One tp2h – Great Malvern and Westbury
  • One tp2h – Gloucester and Weymouth – Stops
  • One tp2h – Swindon and Westbury

Train classes included Class 800 trains and Class 166 trains.

South Western Railway services through the station include.

  • Five trains per day – Salisbury and Bristol Temple Meads – Stops

Train classes include Class 159 trains.

Battery Trains Through Westbury

Hitachi’s Class 800 train with a battery electric capability or Regional Battery Train, is described in this infographic from the company.

The proposed 90 km or 56 mile range could even be sufficient take a train between Westbury and Bristol Temple Meads stations on a return trip.

Many of the trains through Westbury go to the same stations.

Distances are as follows.

  • Bristol Temple Meads – 28 miles
  • Newbury – 42 miles
  • Salisbury – 24 miles
  • Swindon – 32.5 miles
  • Taunton – 47 miles

It looks like all of these places should be in range of an electric train with a battery capability, providing there is a charging facility at the other end.

An Electrification Island At Westbury Station

I have been advocating an island of electrification around Westbury station for some time and feel about a dozen miles of electrification through the station would be sufficient for Class 800 trains with a battery capability to bridge the gap.

  • At Newbury, trains would access the current electrification into London Paddington.
  • Between Exeter and Taunton, the rail route runs alongside the M5, so why not electrify this stretch, as the wires will not be so noticeable?

Looking at Westbury, to my untrained eye, it would appear that a short section of electrification around the station, would not be the most challenging of projects.

I believe that discontinuous electrification between Newbury and Exeter would be possible and could gradually be extended across Devon and Cornwall.

It should also be noted that one of Hitachi’s Regional Battery Trains has a range of 56 miles, so that these places from Westbury could be an return trip on batteries, with a well-driven train with excellent energy management.

  • Bath Spa – 17 miles
  • Bradford-on-Avon – 7 miles
  • Bristol Temple Meads – 28 miles
  • Chippenham – 16 miles
  • Frome – 6 miles
  • Salisbury – 24 miles
  • Trowbridge – 4 miles
  • Warminster – 9 miles

Obviously, the number of stops and the terrain will play a part.

Freight Might Drive Full Electrification Through Westbury Station

As the pictures show, there are heavy freight trains going through the area, which bring long and weighty loads of stone from the Mendips to London.

  • There are regularly two or three stone trains in an average hour of the day.
  • Like in the picture, I suspect they are usually hauled by a noisy, smelly, polluting and carbon-dioxide emitting Class 66 Locomotive. Not all of these, are as clean and well-maintained, as the one in the picture.
  • Some trains start at Merehead Quarry, which is about fifteen miles from Westbury station.

I believe that we must decarbonise freight trains.

But freight and electric haulage is not a simple subject.

  • I once had extensive talks with a Senior Crane Driver at the Port of Felixstowe during an Ipswich Town Away match. Ports don’t like overhead wires, as containers do get dropped and fall off rail wagons.
  • Suppose a historic line without electrification, like the Settle and Carlisle has a serious land-slip, which it did a couple of years ago. How do you haul in the materials for repair?
  • Because freight can be of a random and unpredictable nature, to electrify freight, you probably need to electrify the whole rail network.

For these and other reasons, we need independently-powered freight locomotives and I feel that a new freight locomotive will develop, that will be needed by the rail industry all over the world.

There are several solutions.

Biodiesel

Biodiesel is the simplest solution and would mean that the current diesel locomotives could be used.

In Grant Shapps Announcement On Friday, I talked about Government support for an industrial process, that has been developed by Oxford University and their spin-off company; Velocys, from the the Fischer-Tropsch Process, which can produce, the following fuels from household and industrial waste.

  • Aviation biofuel.
  • Biodiesel.

A plant to process 500,000 tonnes per year of Lincolnshire finest waste is now being built at Immingham to create 50,000,000 litres of fuel, by Altalto, which is a partnership between Velocys, British Airways and Shell.

If nothing else, waste-to-fuel is the interim solution to the decarbonisation of tricky sectors like heavy rail freight, rail construction, large diesel-powered machines, ships or long-distance aviation.

This fuel could be ideal to haul the heavy stone trains from the Mendips.

Hydrogen

I did think, it would be hydrogen powered, but I’m not so sure now, as hydrogen trains and locomotives seem to have a slow development cycle.

Although, there is one factor, that might influence the use of hydrogen as a fuel, which I wrote about in Thirsty High-Rollers … Mining’s Heavy Haulers Prime Candidates For Hydrogen Conversion.

Mining and quarrying don’t have a good green image, but converting mines and quarries to hydrogen power, would surely have operational and good public relational advantages.

It would also ensure a plentiful and convenient supply of hydrogen, for any hydrogen-powered locomotives.

Hydrogen-powered locomotives, with their electric transmissions, would probably be able to use electrification for traction power, so they would put pressure on the Government to electrify between Westbury and Newbury stations, so that there was a fully-electrified route between the Mendips and London.

Rolls-Royce’s Staggering Development

Staggering is not my word, but that of Paul Stein, who is Rolls-Royce’s Chief Technology Officer.

He used the word in a press release, which I discuss in Our Sustainability Journey.

To electrify aviation, Rolls-Royce has developed a 2.5 MW generator, based on a small gas-turbine engine, which Paul Stein describes like this.

Amongst the many great achievements from E-Fan X has been the generator – about the same size as a beer keg – but producing a staggering 2.5 MW. That’s enough power to supply 2,500 homes and fully represents the pioneering spirit on this project.

This generator is designed for flight and the data sheet for the gas-turbine engine is available on the Internet.

  • It has a weight of under a couple of tonnes compared to the thirteen tonnes of the diesel engine and generator in a Class 68 locomotive.
  • It is also more powerful than the diesel.
  • It looks to be as frugal, if not more so!
  • Rolls-Royce haven’t said if this gas-turbine can run on aviation biofuel, but as many of Rolls-Royce’s large engines can, I would be very surprised if it couldn’t!

Rolls-Royce’s German subsidiary is a large producer of rail and maritime diesel engines, so the company has the expertise to customise the generator for rail applications.

I can see this generator ending up in a high-powered heavy independently-powered electric locomotive for hauling stone and inter-modal container trains.

As with hydrogen-powered locomotives, this new breed of gas-turbine locomotive with its electric transmission, will be able to use electrification, where it exists.

So would locomotive developments drive the electrification through Westbury and especially between Westbury and Newbury?

I would rate is likely, that in the future, increasingly rail locomotives will have sophisticated electric transmissions, between their prime motive power of diesel, hydrogen, gas-turbine or whatever and their traction system. All of these locomotives will have pantographs and/or third-rail shoes to access electrification, where it exists.

These locomotives will surely add to pressure to electrify between Westbury and Newbury.

Biodiesel is surely the interim freight solution, if one is needed.

Future Zero-Carbon Passenger Services

Passenger services through Westbury can be divided into three groups.

Great Western Railway’s Services Between London Paddington And Devon And Cornwall

From Beeching Reversal projects put forward over the last few months, it looks like these services will increase and stop at several new and refurbished stations.

I can see discontinuous electrification being used to create a series of electrification islands to allow Class 800 trains, with a battery capability reach the Far South West of Cornwall.

Electrification islands could be at places like

  • Around Westbury station.
  • Between Taunton and Exeter St. Davids stations alongside the M5.
  • Between Plymouth station and the Royal Albert bridge.
  • Around Bodmin Parkway station
  • Around Truro station
  • At Newquay station
  • At Penzance station

Obviously, the number and type of the various installations will depend on the methods used and the engineering required.

I do believe that with Hitachi trains, that meet their specification, that trains will be able to travel between Paddington and Penzance without touching a drop of diesel.

Great Western Railway’s Cardiff Central And Portsmouth Harbour Service

The service can be split into the following legs.

  • Cardiff Central and Filton Junction – 33 miles – Electrified
  • Filton Junction and Bristol Temple Meads – 5 miles – Not Electrified
  • Bristol Temple Meads and Westbury – 28 miles – Not Electrified
  • Westbury and Salisbury – 24 miles – Not Electrified
  • Salisbury and Southampton Central – 15 miles – Not Electrified
  • Southampton Central and Portsmouth Harbour – 26 miles – Electrified

It would appear that a train with the performance and range on batteries of Hitachi’s Regional Battery Train should be able to handle the route, provided the following conditions are met.

  • It can leave the Great Western Main Line at Filton Junction with a full battery.
  • It can leave the electrification at Westbury station with a full battery.
  • It can leave Southampton Central station with a full battery.
  • Third-rail shoes are fitted for working between Southampton Central and Portsmouth Harbour stations.

Recharging batteries at Bristol Temple Meads and Salisbury stations, although probably welcome, are not necessary.

I can envisage Hitachi Class 800 and Class 385 trains being able to fulfil this role, along with Bombardier Electrostars and Aventras and Siemens Desiros.

As Great Western Railway have forty-five Class 387 trains, conversion of some of these to battery electric operation must be a possibility.

Great Western Railway’s Gloucester and Weymouth Service

The service can be split into the following legs.

  • Gloucester and Bristol Temple Meads – 39 miles – Not Electrified
  • Bristol Temple Meads and Westbury – 28 miles – Not Electrifield
  • Westbury and Dorchester Junction – 52 miles – Not Electrified
  • Dorchester Junction and Weymouth – 4 miles – Electrified

It would appear that a train with the performance and range on batteries of Hitachi’s Regional Battery Train should be able to handle the route, provided the following conditions are met.

  • It can leave Gloucester station with a full battery.
  • It can leave Bristol Temple Meads with a full battery.
  • It can leave Westbury with a full battery.
  • It can leave the South Western Main Line at Dorchester Junction with a full battery.

It would be a tight trip for a battery electric train and I suspect, that there would be some extra electrification between Westbury and Dorchester Junction or perhaps charging facilities at Frome or Yeovil Pen Mill stations.

The alternative would be to fit larger batteries on the train.

As to the train to be used, a Class 387 train with a battery capability would surely be ideal.

Great Western Railway’s Swindon and Westbury Service

The service can be split into the following legs.

  • Swindon and Chippenham – 16 miles – Electrified
  • Chippenham and Westbury- 16 miles – Not Electrified

It would appear that a train with the performance and range on batteries of Hitachi’s Regional Battery Train should be able to handle the route, provided the following conditions are met.

  • It can leave Chippenham station with a full battery.

This would have sufficient charge to do the thirty-two mile round trip from Chippenham to Westbury and back.

As to the train to be used, a Class 387 train with a battery capability would surely be ideal.

South Western Railway’s Bristol Temple Meads and Salisbury Service

The service can be split into the following legs.

  • Bristol Temple Meads and Westbury – 28 miles – Not Electrified
  • Westbury and Salisbury- 24 miles – Not Electrified

t would appear that a train with the performance and range on batteries of Hitachi’s Regional Battery Train should be able to handle the route, provided the following conditions are met.

  • It can leave Bristol Temple Meads station with a full battery.
  • It can leave Westbury with a full battery.
  • It can leave Salisbury with a full battery.

But, I do wonder, if with a slightly larger battery, a well-driven train could work the route with only charging the battery at Westbury station?

Conclusion

Could Westbury station develop into a zero-carbon rail transport hub for Wiltshire?

  1. It has an hourly train service between London Paddington and Exeter St. Davids.
  2. It has an hourly service between Bristol Temple Meads and Weymouth.
  3. There are hourly services to stations like Bath Spa, Bradford-on-Avon, Bristol Temple Meads, Chippenham, Dorchester, Frome, Swindon, Taunton, Trowbridge and Yeovil

It could be electrified to charge battery electric trains as they pass through.

 

July 30, 2020 Posted by | Energy Storage, Hydrogen, Transport | , , , , , , , , , , , , , | 1 Comment

South Western Railway Completes Trial Of Class 159 Emission Reducing Technology

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

This is Project 4 called Green Rail Exhaust After Treatment, that I wrote about in Grants To Support Low-Carbon Technology Demonstrators.

I also wrote about the project in SWR And Porterbrook Trial New Emission-Slashing Rail Technology.

This paragraph from the Rail Advent article sums up the results.

In partnership with Porterbrook and Eminox, South Western Railway has trialled a new system that has real-world reductions in pollution from nitrous oxides (NOx) by over 80% and hydrocarbons, carbon monoxide and particulate matter (PM) by over 90%.

The technology appears to have performed well in a six-month trial.

As the proof of the pudding is always in the eating, it will be interesting to see how many systems are installed on the two hundred trains in the closely-related Class 158 and Class 159 train fleets.

June 30, 2020 Posted by | Transport | , , , | Leave a comment

Orders For Alstom Breeze Trains Still Expected

It is almost a year since I wrote Breeze Hydrogen Multiple-Unit Order Expected Soon, but no order has so far been placed.

But some things have happened or are happening.

At present, Greater Anglia appear to have 102 Class 321 trains in service, all of which could be converted to Alstom Breeze trains.

Although it should be noted that thirty trains have been upgraded to a Renatus specification, as cover, if there are any problems during Greater Anglia’s fleet changeover.

The Conversion Process

The 102 Class 321 trains will release the same number of each of the following coaches.

  • DTCO – Driving Trailer Composite Open
  • TSO – Trailer Standard Open
  • PMSO – Pantograph Motor Standard Open
  • DTSO – Driving Trailer Standard Open

Each three-car Breeze will need two Driver Trailer cars and a Pantograph Motor car to be converted.

Driver Trailer Cars

Consider.

  • Most two- and three-car diesel multiple units in the UK, don’t have First Class seats.
  • Many new trains like those of Greater Anglia and South West Trains don’t have First Class seats.
  • Seating in these cars will be very much reduced by the fitting of a large hydrogen tank.

I wouldn’t be surprised to see both types of Driver Trailer cars converted into identical cars.

Pantograph Motor Car

The Pantograph Motor car will be seriously modified, with these systems and components installed.

  • A new AC traction system.
  • Batteries fed by the fuel cells,
  • Regenerative braking

All will be controlled by a sophisticated energy management system.

  • Will regenerative braking be able to charge the batteries?
  • Will the pantograph be retained, so that on electrified lines, the trains can use the electrification?
  • Will the fitting of third-rail shoes be considered?
  • Will the train retain the 100 mph capability of the Class 321 train?

The train could be a real 100 mph efficient go-anywhere train.

New Interiors

New Class 321 Renatus-style interiors will be fitted.

The Class 321 Renatus is a high-class interior for a suburban train.

  • There are both fully-accessible and standard toilets.
  • There are power sockets and wi-fi.
  • Passenger information displays are fitted.

I suspect tables could be fitted, if the operator required them.

Northern Trains And The Alstom Breeze

The three-car Alstom Breeze is expected to have a similar capacity to a two-car diesel multiple unit.

Northern Trains Current And Future Trains

At present Northern have the following two-car diesel multiple units in service, according to Wikipedia.

In addition, there are eight three-car Class 158 trains, which gives a total of 107 trains, that could be suitable for replacement by Alstom Breeze trains.

If these were the only trains available, Northern would have to keep some old diesel multiple units in service for longer.

But there are other trains expected to enter service, in the coming months.

Northern should just about scrape through, especially as COVID-19 has reduced services.

I would think, that Northern could absorb quite a lot of Alstom Breeze trains.

Deployment On Teesside

In Fuelling The Change On Teesside Rails, I talked about using the trains on Teesside.

  • Services would be centred on Darlington and Middlesbrough.
  • There is a supply of hydrogen nearby.
  • Bishop Auckland, Newcastle, Nunthorpe, Redcar and Whitby could be served.
  • The 1000 km range could be useful.
  • The trains could even be a tourist attraction for the area.

In Northern’s Hydrogen Plans, I wrote about progress on these plans, which included applying for planning permission for the depot at Lackenby.

Deployment Around Widnes

In A Hydrogen Mobility Roadmap For North-West England, I wrote using the trains around Widnes.

  • Services could be centred around Alstom’s Widnes factory.
  • Hydrogen could be supplied by pipeline from Runcorn.
  • Chester, Liverpool and Manchester could be served.
  • Some routes might need more capacity.

Could Alstom introduce a couple of pre-production trains on a route past Widnes, in a similar way, that they have introduced the Coradia iLint train in Germany?

This approach seems to have helped a successful introduction into service of the trains.

Increasing Capacity

I do think that these trains will need extra capacity on some routes, like perhaps Liverpool and Manchester via Widnes and Warrington.

The solution would surely be to add one of the spare Trailer cars to bring the trains up to four cars and increase the passenger capacity by perhaps fifty percent.

Northern Routes Currently Run By Two-Car Diesels

Wikipedia lists these services as run by two-car-diesels in Classes 150, 155, 156 and 158.

  • Barrow-in-Furness and Carlisle
  • Barrow-in-Furness and Lancaster
  • Blackburn and Rochdale
  • Blackburn and Wigan Wallgate
  • Blackpool North and York
  • Clitheroe and Rochdale
  • Hexham and Nunthorpe *
  • Hull and Scarborough
  • Hull and York
  • Huddersfield and Castleford
  • Huddersfield and Leeds
  • Huddersfield and Sheffield
  • Lancaster and Morecambe/Heysham Port
  • Leeds and Carlisle
  • Leeds and Chester
  • Leeds and Goole
  • Leeds and Knottingley
  • Leeds and Lincoln
  • Leeds and Manchester Victoria
  • Leeds and Morecambe
  • Leeds and Nottingham
  • Leeds and Selby
  • Leeds and Sheffield
  • Leeds and Wigan Wallgate
  • Leeds and York
  • Liverpool Lime Street and Manchester Oxford Road *
  • Manchester Piccadilly and Buxton
  • Manchester Piccadilly and Chester
  • Manchester Piccadilly and New Mills Central
  • Manchester Piccadilly and Rose Hill Marple
  • Manchester Piccadilly and Sheffield
  • Manchester Victoria and Kirkby
  • Manchester Victoria and Southport
  • Manchester Victoria and Stalybridge
  • Middlesbrough and Whitby *
  • Newcastle and Carlisle
  • Newcastle and Chathill
  • Newcastle and Morpeth
  • Oxenholme Lake District and Windermere
  • Preston and Blackpool South
  • Preston and Colne
  • Preston and Ormskirk
  • Saltburn and Bishop Auckland/Darlington *
  • Sheffield and Adwick
  • Sheffield and Bridlington
  • Sheffield and Gainsborough Central
  • Sheffield and Hull
  • Southport and Alderley Edge

Those marked with an * could be served by hydrogen trains from Laverton and Widnes.

Positioning Hydrogen Trains

Trains often have to be positioned from and to the depot at the beginning and end of a day’s work.

On my list of services, there is an hourly shuttle service between Oxenholme Lake District and Windermere stations.

Suppose this service was to be run by an Alstom Breeze based at Widnes.

  • The train could be fuelled with hydrogen at Widnes, early in the day.
  • The train could position to Oxenholme Lake District along the West Coast Main Line, using the electrification, after joining it a few miles from the depot.
  • Each round trip to Windermere is 20 miles or 32 kilometres.
  • An Alstom Breeze train has a range of 1000 kilometres on hydrogen, so it could do thirty round trips without refuelling.
  • At the end of the day, the train would return to the depot using the electrification.

I would expect, that the long range of hydrogen trains could make them easier to diagram or schedule, than battery ones.

They might also be able to work some distance away from the depot, if they could use an electrified route for positioning.

So if we look at Widnes, these are approximate distances to stations where hydrogen services might run.

  • Liverpool Lime Street – 12 miles
  • Manchester Airport – 33 miles
  • Manchester Oxford Road – 22 miles
  • Preston – 33 miles
  • Warrington Central – 6 miles
  • Wigan North Western – 18 miles

Some of the routes to these stations are partially electrified, so the trains could position using the electrification.

Consider these routes.

  • Preston and Blackpool South – 20 miles
  • Preston and Colne – 19 miles
  • Preston and Ormskirk – 20 miles

A hydrogen train could position from Widnes and perhaps do fifteen trips before needing a refuel.

I will also look at distances from Lackenby, where the Teesside Depot will be built, as I wrote in Northern’s Hydrogen Plans.

  • Darlington – 23 miles
  • Newcastle via East Coast Main Line – 59 miles
  • Newcastle via Durham Coast Line – 54 miles
  • York via Northallerton and East Coast Main Line – 56 miles

I suspect quite a few services could be run from Lackenby depot, if the electrified East Coast Main Line was used to position the trains.

Possible Future Stages

If the trains are successful, I can see that Northern Trains will want to introduce more hydrogen trains.

As the Government controls this franchise, does this make more zero-carbon trains more or less likely?

More Trains

There are only so many Class 321 trains to convert, but after Alstom complete their takeover of Bombardier, I believe that a hydrogen-powered Aventra could become a reality.

I wrote about my ideas for this in I Design A Hydrogen Aventra.

So in the long term, if more hydrogen trains are needed, it shouldn’t be a problem.

More Depots

More depots will be needed and I would expect others like Lackenby will be added in strategic locations.

  • Given the service pattern, Blackburn, Leeds and Sheffield must be possibilities.
  • Hydrogen will probably be generated in the depots using electrolysers.

In the future could we see depots for hydrogen trains shared between bordering franchises?

  • A depot at Carlisle could be shared between Northern and Scotrail
  • A depot at Chester could be shared between Northern and Trains for Wales
  • A depot at Exeter could be shared between Great Western and South West Railways

ITM Power in Rotherham have the technology to generate the hydrogen, which could also be used to fuel the local buses and other vehicles.

Conclusion

From pubished reports, it looks to me, that Northern have been thinking hard how they can deploy a substantial fleet of Alstom Breeze trains, by using depots at Widnes and Lackenby, where the trains can be refuelled overnight.

I am also fairly sure that Alstom will design the Breeze, so that trains can position themselves along the West and East Coast Main Lines, using the 25 KVAC electrification.

 

 

 

 

May 10, 2020 Posted by | Transport | , , , , | 5 Comments

Industry Urged To Decide On Alternative Technology

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

This is the first paragraph.

The rail industry needs to decide on the right approach to alternative technology as soon as possible, to ensure the industry can continue to reduce emissions.

Speaking to the All-Party Parliamentary Rail Group, Anthony Perratt of the RSSB, outlined how there was a huge opportunity to replace ageing Sprinter trains with new units powered by alternative energy sources like batteries and hydrogen.

The Size Of The Opportunity

Sprinter trains in service of stored in the UK include.

These add up to 516 trains, with a total of 1035 cars.

In the Wikipedia entry for the Class 710 train, this is said.

TfL announced that it had placed a £260m order for 45 four-car Bombardier Aventra EMUs.

This works out at nearly £1,500,000 for each car of a modern train.

This means that replacement of the Sprinters, with new independently-powered trains, would be project of the order of £1.5billion.

That is a market, that would be very much desired by a train builder.

Battery, Diesel Or Hydrogen Power?

Diesel power is probably not a good idea, if it can be avoided.

The following points about hydrogen- and battery-powered trains should be noted.

  • Most hydrogen-powered trains are battery-powered trains, with a hydrogen fuel-cell to recharge the batteries.
  • Battery technology is improving fast.
  • Systems to rapidly charge batteries will be available in a couple of years.
  • Battery-powered trains can use existing electrification to charge the batteries.
  • Hydrogen-powered trains may need a large tank for the hydrogen, which limits passenger capacity.
  • Hydrogen-powered trains need a refuelling structure, which may be more difficult to install, than a charging system for battery trains.

I feel that innovative engineers will be able to find ways to enable battery-powered trains on routes that need independently powered trains.

Conclusion

I don’t think, that we’ll see many long-term applications of hydrogen-powered trains in the UK.

 

 

 

July 23, 2019 Posted by | Transport | , , , , , , , | 6 Comments

Abellio’s Plans For Norwich And Liverpool

This page on the Department for Transport web site is an interactive map of the Abellio’s promises for East Midlands Railway.

These are mentioned for services between Norwich and Liverpool.

Splitting Of The Service

Early in the new franchise the Liverpool – Nottingham section will transfer to another operator, which will enable the two halves of the service to better meet the needs of customers.

The section remaining with East Midlands Railway will become a Norwich and Derby service via Nottingham.

This has been said for some time by the Department of Transport.

It is also said that limited services will continue to operate via Stamford and Loughborough.

Looking at trains between Nottingham and Norwich., they take these routes.

  • Grantham, Peterborough, Ely, Thetford
  • East Midlands Parkway, Loughborough, Melton Mowbray, Oakham, Peterborough, Ely, Thetford

The service will be extended from Nottingham to Long Eaton, the future East Midlands Hub and Derby.

Refurbished Modern Trains

It is proposed that the service will be run by refurbished modern trains.

Features include.

  • More reliable service
  • Improved comfort
  • Passenger information system displays
  • free on-board Wi-Fi
  • at-seat power sockets
  • USB points
  • Air conditioning
  • Tables at all seats
  • Increased luggage space.
  • No date for introduction is given.

This all sounds fine to me.

The Current Trains On The Route

Before discussing the possible new trains, I will look at the current service, that I have used many times.

Class 158 trains are used,

Normally, a pair of two-car trains run together to make a four-car formation.

  • At times, these trains are very overcrowded.
  • I don’t think, the trains have a universal access toilet.
  • The trains are thirty years old and some detailing is not very good or very last century.
  • The air-conditioning may be a bit dodgy.
  • Nottingham and Norwich is probably about the maximum comfortable range for passenger on these trainss.

I suspect too, that they have operational problems.

  • They are only 90 mph trains and they will share tracks with faster trains.
  • As part of this route could be on the East Coast Main Line, scheduling trains would be easier, if the trains were capable of 125 mph.
  • On board catering is provided by a trolley. Can it be pushed between the two trains?

Abellio are obviously quite right to promise a better train for both passengers, staff and their bottom line.

An Ideal Train For The Route

An ideal train would have a specification something like this.

  • Modern train, built since 2000.
  • Five or six cars
  • 125 mph operating speed.
  • An onboard cafe-bar.
  • Universal-access toilet.

It sounds to me, like a Class 222 train with a high-class refurbishment.

Currently, there are these  Class 222 trains available to the franchise.

  • Four by four-car
  • Seventeen by five-cars
  • Six by seven-cars.

Many of the Class 222 trains, will be replaced in 2022, when the new bi-mode trains are delivered.

The New Trains For The Route

It does look to me, that East Midlands Trains could do a lot worse, than use refurbished Class 222 trains between Norwich and Derby.

  • Their engineers and drivers know the trains well.
  • They could be arranged as four or five coaches for the route.
  • Tory are 125 mph trains, which must bring journey time savings, especially on the East Coast Main Line.
  • Bombardier have proposed, that they could be fitted with batteries to reduce the need to run the engines in stations.

Refurbishing something you know, is probably one of the cheaper options.

How Many Trains Are Needed For An Hourly Service Between Nowich And Derby?

I suspect that running to a well defined timetable that times of around three hours could be achieved between Norwich and Derby.

This would probably mean that a train could go from Norwich to Derby and back in under seven hours.

This would mean that seven trains would be needed for an hourly service running all day.

If the 125 mph trains could use their speed on the East Coast Main Line and perhaps on the Breckland Line, it might be possible to do the round trip in six hours and therefor need a train less.

Would Finding Seven Class 222 Trains Be Possible?

Obviously, once the Midland Main Line routes have been replaced by new bi-mode trains in 2022, there will be a lot of Class 222 trains available and seven trains to run  the Norwich and Derby service will not be a problem.

Some other factors will help.

Trains Will Be Released By The London And Corby Electric Service

In December 2020, when the London and Corby service receives electric trains, the current Class 222 trains on this route will become available.

I think that this service currently needs three trains.

More Mark 4 Coach/Class 43 locomotive Sets Could Be Created

In Abellio’s Plans For The Midland Main Line, I described how interim sets could be built by replacing the non-compliant Mark 3 coaches in an InterCity 125, with the compliant Mark 4 coaches from an InterCity 225.

These trains would be used to release some of the Class 222 trains on the Midland Main Line.

Another five Mark 4 Coach/Class 43 Locomotive sets would probably release the same number of Class 222 trains.

Trains Could Be Reorganised With A Better Plan

I have a feeling that by reorganising the Class 222 trains and bringing in more more Mark 4 Coach/Class 43 Locomotive sets, could mean that a better plan on the Midland Main Line could be developed.

As an example, when boarding a train at St. Pancrass, I often notice two trains are in the platform and you have to walk to the far train. This is not efficient and surely slows down the turnround of trains.

Platforms 1 to 4 are reserved for East Midlands services at St. Pancras station.

  • Two trains per hour to Derby, Chesterfield and Sheffield
  • Two trains per hour to Nottingham
  • One train per hour to Corby, which goes to two trains per hour in December 2020.

Surely, it would be easier, if the station was organised as follows.

  • Sheffield, Nottingham and Corby trains all have their own platform, with one spare for luck!
  • All trains are full length, with First Class at the London end
  • One train per platform.

This would make things easier for passengers and reduce turnround times.

No More Two Trains Running Together

I think that the practice of train companies running two or more trains together to increase capacity is a bad idea, unless you have no other way.

Consider two four-car trains running together as an eight-car train.

  • You have two driving cabs in the middle, which serve no purpose and just take up space. and add useless weight.
  • A buffet car in the train can be available to all passengers.
  • The First Class seats could be in two separate places on the train.
  • With trains like the Hitachi Class 800 trains, onboard staff can only move between trains in a station.
  • Walk-through trains allow passengers to position themselves for a convenient and quick exit.

Anybody who procures trains to run in multiple formations all the time, instead of buying longer trains, is generally incompetent.

A Rough Estimate

I have done a very rough estimate and feel that the Midland Main Line services can be run with the following numbers of trains.

  • Sheffield services – Ten trains
  • Nottingham services – Eight trains
  • Corby services – Six trains

As the Corby services will be run by refurbished twelve-car trains, it looks to me that there is a need for eighteen diesel trains for Sheffield and Nottingham services.

I would go for eighteen Mark 4 Coach/Class 43 locomotive sets, with perhaps a couple of spare sets..

Conclusion

The following services should be run with Mark 4 Coach/Class 43 locomotive sets of an appropriate length.

  • London and Nottingham
  • London and Sheffield

This would release the Class 222 trains for other services like those between Norwich and Derby.

 

 

 

 

April 14, 2019 Posted by | Transport | , , , , , , , , , | 5 Comments

SWR And Porterbrook Trial New Emission-Slashing Rail Technology

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

This is the first three paragraphs of the article.

Groundbreaking emission-reducing technology is to be fitted to South Western Railway (SWR) train units as part of a new trial aiming to cut down harmful emissions from diesel trains by 80%.

Porterbrook is working in partnership with exhaust manufacturer Eminox to carry out the trial, with the DfT supporting the rolling stock company’s investment.

This will see South Western Railway’s Class 159 diesel units fitted with a first-of-its-kind emissions control device, with plans to roll out the technology to hundreds of diesel trains across the UK’s rail network.

I have looked up Eminox on their web site.

This is the mission statement on the front page.

Eminox designs and manufactures exhaust after-treatment systems, reducing emissions from heavy-duty vehicles and equipment.

Our products are supplied as original equipment to meet the latest emissions standards. We also produce complete emissions systems for retrofit to meet the ever-changing demands of local air quality programmes such as London’s Ultra Low Emission Zone and Clean Air Zones across the country.

Our Eminox Custom team specialises in exhaust conversions and bespoke systems.

While politicians dither and fiddle, engineers engineer, with a little bot of help from Porterbrook and the DfT.

If this technology proves to be successful, I can see its application to large numbers of diesel trains around the world.

March 9, 2019 Posted by | Transport | , , , , , , | 5 Comments

Grants To Support Low-Carbon Technology Demonstrators

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

This is the two introductory paragraphs.

The Department for Transport has awarded grants of around £350 000 to each of five projects which aim to develop technology to reduce the rail network’s carbon footprint.

The projects were selected under the second round of the DfT’s First of a Kind competition, run by Innovate UK as part of the DfT’s wider Accelerating Innovation in Rail programme.

These are the winners.

Project 1 Riding Sunbeams

I wrote about this technology in Solar Power Could Make Up “Significant Share” Of Railway’s Energy Demand.

Project 2 Diesel Freight Carbon Reduction Technology

We all hate Class 66 locomotives, with their noise, vibration and pollution.

But an Essex company called Vortex Exhaust Technology has been awarded a grant to see if their free-flowing exhausts can tame, these most unfriendly of beasts.

They make this claim on their web site.

Vortex is the ONLY exhaust technology available that effectively eliminates back pressure, improving engine efficiency, boosting power and cutting emissions.

A Class 66 locomotive will be a tough challenge.

To see what the company can do for road vehicles, there is a case study at the bottom of this page.

But then they are Essex Boys! Performance is in the genes!

Project 3 CODD-P Hydraulic Pump

This is said in the Railway Gazette article.

Unipart Rail will undertake in-service testing of a commercial version of a digital displacement pump and electronic controller in place of a traditional hydraulic pump with swashplate design. This is expected to provide a significant reduction in fuel consumption.

It sounds like an idea from Artemis Intelligent Power in Edinburgh.

Project 4 Green Rail Exhaust After Treatment

This is said in the Railway Gazette article.

Leasing company Porterbrook will collaborate with Eminox to transfer an on-road exhaust after-treatment system widely fitted to heavy-duty vehicles to the railway environment, equipping a South Western Railway Class 158 DMU for in-service trials. This will enable the technical and commercial viability to be established, so it can be offered for widespread fitment.

There are currently 170 Class 158 trains and 30 of the closely-related Class 159 trains in service, so if this is successful, there won’t be a shortage of installations.

The picture shows one of East Midlands Trains, Class 158 trains.

 

It should also be said, that most Class 158 trains are in excellent condition, despite being nearly thirty years old.

Note that Porterbrook are involved. Train leasing companies seem to be getting increasingly involved with innovation.

Project 5 W2W Zero Emissions Power System

This is said in the Railway Gazette article.

Steamology’s Water 2 Water concept will use compressed hydrogen and oxygen gas in a ‘compact energy-dense steam generator’ to produce high pressure superheated steam to drive a turbine, which will generate electricity to charge the batteries as a ‘range extender’ for a Vivarail Class 230 multiple-unit produced from former London Underground vehicles.

It sounds to me, that the tabloids will say that this is the return of the steam train.

Conclusion

They are a broad spread of technology and I have this feeling, that the Department for Transport will get a sensible return for an outlay of around two million pounds.

But I suspect that the best and most profitable idea, will come, after a meeting between two or more of the award winners and their backers.

 

 

February 5, 2019 Posted by | Transport | , , , , , , , | 4 Comments

Midland Mark 4

The title of this post is the same as an article by Ian Walmsley in the March 2018 Edition of Modern Railways.

Ian builds on what he said in an article in the August 2017 Edition of the same magazine. I wrote about that article in We Should All Think Radically!

He proposes using Mark 4 coaches with two Class 43 power cars to create trains that meet the PRM-TSI regulations deadline, which will mean the replacement of the East Midland Franchise’s twelve InterCity 125s.

He suspects various technical solutions can be borrowed to make it all possible and because of the extra weight of the Mark 4 coaches, the trains may become 2+7 sets instead of the current 2+8.

The trains could be rather nice.

  • The Mark 4 coaches have been extensively refurbished in the last two decades and have full wi-fi and power socket fitment.
  • The Mark 4 coaches meet all the PRM-TSI regulations.
  • 125 mph running would be possible, where the track allowed.
  • The East Midland Franchise already has the Class 43 power-cars.
  • If the electrification of the Midland Main Line is ever electrified, then the Class 43 power cars could be swapped for electric locomotives.

I would assume that three extra sets, that the franchise is acquiring from Grand Central could also be converted., giving the East Midlands Franchise, fifteen sets with a life of at least ten years.

A quick calculation would indicate that this reorganisation could see the current 132 Mark 3 coaches replaced by perhaps 120 Mark 4 coaches. I’ve just applied 7/8 to the Mark 3 coach total after the Grand Central trains have been added to the fleet.

What Will Happen To The Remaining Mark 4 Coaches?

Currently, there are 302 Mark 4 coaches in service on the East Coast Main Line with Virgin Trains East Coast.

In the Wikipedia entry for the Mark 4 coach, there is a section named Future.

This is said.

The Mark 4s are scheduled to be replaced on the East Coast Main Line by Class 801s in 2018. Some may be redeployed to Midland Main Line services.[19] Virgin Trains East Coast will retain seven or eight nine-carriage sets to operate extra services to Edinburgh.

In 2017, Alliance Rail Holdings announced that, owing to it being unable to source new build Class 390 EMUs for its intended service between London and Blackpool, it was revising its proposal to use the Class 91/Mark 4 combination instead

So it looks like seventy-two coaches will be retained for the East Coast Main Line.

As to how many trains will be needed between London and Blackpool, that’s the old question of how long is a piece of string.

Consider.

  • I don’t think that the platforms at Blackpool will accept full-length sets.
  • Class 180 trains used by various operators are five cars in length.
  • There are fourteen Class 180 trains, running to Bradford, Hull and Sunderland.
  • TransPennine Express has ordered several multiple units and rakes of coaches, that are five-cars long.

So perhaps three sets of five carriages, which seem adequate for Sunderland, would be a rough estimate.

This gives the following  totals.

  • East Midlands Franchise – 120
  • East Coast Main Line – 72
  • Euston-Blackpool – 15

Which gives a total of 207.

This leaves ninety-five coaches for other purposes. Or dare I say it, nineteen sets of five coaches?

Motive Power

The rakes of coaches will need to be powered.

These are a few possibilities.

Class 91 Locomotive And A Mark 4 Driving Van Trailer

Currently, Mark 4 coaches are powered and driven by a Class 91 locomotive with a Mark 4 Driving Van Trailer, at the other end of the train.

Total numbers available are

  • 31 – Class 91 Locomotive
  • 32 – Mark 4 Driving Van Trailer

If eight sets are retained for the East Coast Main Line, this means that a maximum of twenty-three trains could be created.

But except for limited use by Open Access Operators from London on fully-electrified lines, I can’t see all Class 91 locomotives being required.

Mark 4 Coaches Topped And Tailed With Class 43 Locomotives

This is Ian Walmsley’s plan for the Midland Main Line, as he outlined in the March 2018 Edition of Modern Railways.

Consider.

  • There are quite a few Class 43 locomotives available. There are thirty-two on the East Coast Main line for a start.
  • Ian feels that creating 2+7 sets is possible, but many needed would be shorter.
  • According to the article, Mark 4 coaches would be more affordable than making Mark 3 coaches PRM-TSI compliant.

The trains would share the iconic appearance of the InterCity 125, which passengers seem to love so much!

Class 68 Locomotive And A Mark 4 Driving Van Trailer

Chiltern use Class 68 locomotives and Mark 3 Driving Van Trailers, with Mark 3 coaches, so it is likely perhaps after some modification, these locomotives could be used with Mark 4 coaches and an appropriate Driving Van Trailer.

If a Class 68 locomotive would work, surely the closely-related Class 88 locomotive could also be used.

Mark 4 Coaches Topped And Tailed With Class 68 Locomotives

This arrangement has been used between Norwich, Lowestoft and Yarmouth with an elderly rake of Mark 2 coaches for some time.

It is a method that could be surely be used with Mark 4 coaches after a few modifications.

A New Class Of Electro-Diesel Locomotive And A Mark 4 Driving Van Trailer

I very much feel we need a new electro-diesel locomotive for both freight and passenger purposes.

Mark 4 Coaches Topped And Tailed With A Class 68 And A Class 88 Locomotive

I have often wondered, if instead of using two Class 68 locomotives, whether a Class 68 and a Class 88 locomotive could be used at opposite ends, to create the ultimate hybrid train, with a powerful diesel locomotive on one end and a powerful electric locomotive on the other.

Summing Up Motive Power

With a bit of ingenuity, I’m sure that uses could be found for most of the Mark 4 coaches.

Possible Routes

These routes need good quality rolling stock and innovatively-hauled Mark 4 coaches could be a solution.

Wales

Scotland has decided that the best way of serving some of its long routes, is to use shortened InterCity 125s.

Surely, if the concept works in Scotland, it is likely to work in Wales.

These could use Mark 4 coaches or more likely updated Mark 3 coaches.

Liverpool and Manchester To Holyhead

Once the Halton Curve is open, the possibility of a Liverpool to Holyhead service must exist.

A quality service along the North Wales Coast, must surely be beneficial to residents, business and tourism.

London Waterloo To Exeter Via Basingstoke

This service is currently served by Class 158 or Class 159 trains.

  • Trains generally work as six-car units.
  • The route is electrified between London Waterloo and Basingstoke.
  • Time could be saved by partial electric haulage.

The problem of this route might be solved by converting the Class 158/159 trains in bi-modes, as I wrote about in Class 158/159 Bi-Modes?

Cross-Country Routes

Cross Country routes and I don’t just mean those run by the company of the same name are often very-well pastronised, as often these routes are the only way to get between two provincial cities.

Take Norwich to Liverpool, which has a route, that definitely needs more coaches than those offered by a two-car Class 158 train.

Scenic Routes

Scotland is to run short-formation InterCity 125s between major cities.

IMany of these routes also fall into the category of scenic routes.

If this Scottish innovation is successful, will we see pressure for similar trains to work routes like Settle-Carlisle in England?

Summing Up Possible Routes

I don’t think there will be a shortage of routes to run Mark 4 coach-based services.

Conclusion

Don’t underestimate how the retired Mark 4 coaches will be used.

February 27, 2018 Posted by | Transport | , , , , , , | 3 Comments