The Anonymous Widower

Do Rolls-Royce mtu Have A Plan To Decarbonise Their Diesel Engines For Rail Applications?

Data Sheets For Rolls-Royce mtu Diesel Engines For Trains

These are data sheets for various Rolls-Royce mtu diesel engines that can be used in rail applications.

Rolls-Royce Releases mtu Rail Engines For Sustainable Fuels

The title of this section, is the same as that of this press release from Rolls-Royce.

These four bullet points, act as sub-headings.

  • mtu Series 1300, 1500 and 1800 engines already released; Series 1600 and 4000 to follow shortly
  • Up to 90% CO2 savings by operating existing engines with Hydrotreated Vegetable Oil (HVO/renewable diesel)
  • Locally emission-free operation possible in combination with mtu Hybrid PowerPack
  • Field tests with DB Cargo and RDC Autozug Sylt

This is the first paragraph.

Rolls-Royce is taking a significant step towards even more climate-friendly rail transport with the release of mtu rail engines for use with sustainable fuels. With synthetic diesel fuels of the EN15940 standard, CO2 emissions can be reduced by up to 100 percent compared to fossil diesel. Hydrotreated Vegetable Oil (HVO or renewable diesel), which is already commercially available today, reduces CO2 emissions by up to 90 percent. If the fuels are produced with the help of renewable energy and green hydrogen – through what is termed a Power-to-X process – existing rail vehicles can be operated in a completely CO2-neutral manner. The mtu Series 1800 engines which are used in mtu PowerPacks, as well as Series 1300 and 1500 for locomotives and multi-purpose vehicles, are already approved for use with synthetic fuels such as HVO. Series 1600 and versions of Series 4000 engines will follow in the near future. The release of engines for climate-friendly fuels requires a series of tests and trials and Rolls-Royce has found strong partners for this activity. DB Cargo and RDC Autozug Sylt have already tested or are currently testing mtu Series 4000 engines with HVO in their locomotives.

How Does That Fit With The UK’s Population Of Rolls-Royce mtu Diesel Engines?

These classes of train have Rolls-Royce mtu engines.

Note.

  1. Class 168 and 170 trains seem to be powered by older model Rolls Royce mtu engines.
  2. Class 180, 220,221 and 222 trains are powered by Cummins engines.
  3. I can’t find what engines power Class 805 and 810 trains, but it is reasonable to assume they have the same engines as the other Hitachi trains.
  4. As CAF are building LNER’s new tri-mode trains, I suspect these trains will also have Rolls Royce mtu engines.

It would appear that all the Rolls-Royce mtu rolling stock in the UK, with the possible exception of the Class 168 and 170 trains will be able to run on sustainable fuels.

Rolls Royce mtu And Hydrogen

This press release from Rolls-Royce is entitled Rolls-Royce Successfully Tests mtu Engines With Pure Hydrogen.

This is the first paragraph.

Rolls-Royce today announces that it has conducted successful tests of a 12-cylinder gas variant of the mtu Series 4000 L64 engine running on 100% hydrogen fuel. The tests, carried out by the Power Systems business unit, showed very good characteristics in terms of efficiency, performance, emissions and combustion. These tests mark another important step towards the commercial introduction of hydrogen solutions to meet the demand of customers for more sustainable energy.

Engines of mtu’s 4000 family are used in Class 43 power cars, so surely these developments could lead to hydrogen-powered freight locomotives.

The picture shows a Class 43 power car at Glasgow Queen Street station.

Could Rolls-Royce mtu hydrogen power keep these iconic trains running for a few more years?

In ‘Spirit of Innovation’ Stakes Claim To Be The World’s Fastest All-Electric Vehicle, I look at Rolls-Royce’s Spirit of Innovation, which set the record for an electric vehicle at 555.9 km/hour.

As the InterCity125 already holds the record for the fastest diesel train, perhaps Rolls-Royce will attempt to set a record for the fastest hydrogen-powered train?

Decarbarbonising The CAF Class 195, 196 And 197 Trains

If Rolls-Royce mtu develop a hydrogen version of the 1800 diesel engine, then this could be used to fully decarbonise the CAF trains.

The operators may consider it’s not worth it and continue with using sustainable fuels.

But the possibility is surely there.

There must also be the possibility of developing a fuel cell replacement for the 1800 diesel, that can be slotted into the train.

Decarbarbonising The Hitachi Class 80x Trains

Hitachi are developing battery packs and the data sheet can be downloaded from this page on the Hitachi web site.

Decarbarbonising The CAF Tri-Mode Trains

I feel that as CAF usually use Rolls-Royce mtu engines, I suspect these trains will be designed, so they can be converted to hydrogen.

Conclusion

Rolls-Royce mtu appear to be on a path to decarbonise all their diesel engines.

 

November 18, 2023 Posted by | Hydrogen, Transport/Travel | , , , , , , , , , , , , , , , , , | 5 Comments

Chiltern Railways Seeks Proposals For Low-Emission Multiple-Unit Fleet

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

These are the first three paragraphs.

Chiltern Railways is seeking proposals for the supply of between 20 and 70 new or converted ‘low-emission’ multiple units.

The operator has called for ‘established’ rolling stock manufacturers, owners and modifiers to propose vehicles which would provide a ’meaningful’ reduction in the emissions and external noise compared to its existing diesel multiple-units, particularly in urban areas.

The envisaged five-year framework agreement has an estimated value of up to £400m, including supply and maintenance of the fleet, refuelling infrastructure and any depot modifications.

I have my thoughts.

Chiltern’s Rolling Stock

Chiltern Railways have two different types of rolling stock; diesel multiple units and rakes of coaches haled by diesel locomotives.

Chiltern’s Diesel Multiple Units

Chiltern has these diesel multiple units.

  • Class 165 diesel trains – 28 x two-cars – 56 cars
  • Class 165 diesel trains – 11 x three-cars – 33 cars
  • Class 168 diesel trains – 9 x two-cars – 18 cars
  • Class 168 diesel trains – 9 x three-cars – 27 cars
  • Class 168 diesel trains – 10 x four-cars – 40 cars

Note.

  1. The trains were built between 1990 and 2004.
  2. The Class 165 trains are 75 mph units, whereas the Class 168 trains are 100 mph units.
  3. These total to 67 trains and 174 cars.
  4. This is an average train length of 2.6 cars.

Could a fleet of three-car low-emission 100 mph trains fit Chiltern’s requirements?

  • They could work in pairs for six-car units for Birmingham Moor Street and Oxford.
  • There may be a need for some four-car units.

But how will they be powered?

  • Pure diesel will surely give out too many emissions!
  • Would an mtu Hybrid PowerPack lower emissions enough?
  • Could hydrogen-power be used, either with fuel-cells or a hydrogen internal combustion engine?

In Alstom And Eversholt Rail Sign An Agreement For The UK’s First Ever Brand-New Hydrogen Train Fleet, I wrote about Alstom’s proposed Hydrogen Aventra.

A version of these trains could be ideal, if Children could source the fuel economically.

Chiltern’s Diesel-Hauled Rakes Of Coaches

Chiltern have four rakes of Mark 3 coaches hauled by Class 68 locomotives.

These could be replaced by pairs of three-car low-emission’ multiple units.

Conclusion

A fleet of seventy three-car ‘low-emission’ multiple units, powered by hydrogen could be an innovative solution to the trains to run Chiltern’s services.

 

 

 

August 8, 2023 Posted by | Hydrogen, Transport/Travel | , , , , , , , , , | 3 Comments

Aylesbury Vale Parkway Station – 4th June 2023

I went to Aylesbury and Aylesbury Vale Parkway stations today, to check out if my recent posts about the East West Railway are correct and take some pictures of the two stations.

This Google Map shows the layout of Aylesbury Vale Parkway station.

Note.

  1. The station only has a single bay platform.
  2. It appears that there is a step-free walk between the car park and the platform.
  3. There is no bridge or need for one.
  4. There is a single through line at the station on the opposite side to the car park, which is mainly used by trains going to the landfill at Calvert.

It looks from this map, that if the single platform were widened to an island platform, that both terminating and through trains could call in the station.

These are my pictures of the station.

Note.

  1. The second track can be seen in the eighth picture.
  2. I believe an island platform could be created between the two tracks.
  3. There is a substantial amount of car parking for 501 vehicles.
  4. There is a step-free connection between the platform and the car parking.
  5. There appears to be a good grid connection.

I believe that Aylesbury Vale Parkway station could be modified to be a single platform station on the Aylesbury Spur of the East West Railway, that I wrote about in East-West Rail: Aylesbury Spur.

This Google Map shows the area around the station.

It shows how a parkway station can provoke development on an area.

June 4, 2023 Posted by | Transport/Travel | , , , , , | Leave a comment

Chiltern Electrification Alternatives Studied

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

These are the first two paragraphs.

Chiltern Railways is working to present the Department for Transport with options for a fleet renewal programme, with London Marylebone being the only non-electrified London terminal and pressure for the withdrawal of diesel trains continuing to mount, particularly from local residents.

Industry insiders report that this could see at least the 39 two and three-car Class 165 diesel multiple-units replaced.

Note.

  1. The Class 165 trains were built in 1990-1992 and refurbished around the turn of the century.
  2. Chiltern Railways have 28 two-car and 11 three-car Class 165 trains.
  3. Chiltern Railways also have ten similar two-car,  nine three-car and nine four-car Class 168 trains.
  4. In addition, Great Western Railway has 20 two-car and 16 three-car Class 165 trains, and 23 Class 166 trains.
  5. The Class 165 and Class 166 trains are 90 mph units, whereas the Class 168 trains are 100 mph units.

As Chiltern’s study would appear to rule out electrification, could all of these trains be replaced with an appropriate number of a new class of 100 mph  zero-carbon independently-powered multiple units?

In Alstom And Eversholt Rail Sign An Agreement For The UK’s First Ever Brand-New Hydrogen Train Fleet, I talked about a proposed hydrogen train fleet.

These trains are described as three-car in Alstom’s press release.

  • Most Aventras are 100 mph trains.
  • They could easily be lengthened to four cars by the addition of an extra car.
  • It may even be possible, that these trains could be fitted with a pantograph for working on electrified lines.

The only problem, I can envisage, is that a two-car version might not have enough space for the hydrogen and electrical gubbins.

Chiltern’s Locomotive-Hauled Mark III Stock

Greater Anglia have replaced locomotive-hauled Mark III stock with multiple units and it appears to have been successful.

Could Chiltern’s locomotive-hauled Mark III stock be replaced by six-car hydrogen-powered Aventras, with a long-distance interior?

Other Routes

Alstom and Eversholt Rail announced their agreement in November 2021.

Since then, I have written these posts, where the proposed Alstom Hydrogen Aventra could have an application.

Note.

  1. A two-car version would surely increase the number of applications.
  2. A 110 mph capability would allow the trains to mix it with high speed trains on fast lines.
  3. Bombardier proposed a 125 mph bi-mode Aventra. Could this be achieved with hydrogen power?

I feel the eight applications, I listed, could be the start of something a lot bigger.

Conclusion

Alstom and Eversholt Rail Group appear to have done their research.

 

 

 

 

 

 

 

 

May 17, 2023 Posted by | Hydrogen, Transport/Travel | , , , , , , , , , | 8 Comments

Could Chiltern Go Battery-Electric?

In the October 2022 Edition of Modern Railways, there is an article, which is entitled Chiltern Considers Turbo Future, with a sub-title of Battery Replacement Could Be On The Cards.

These are the first two paragraphs.

In early September Chiltern Railways was preparing to launch a market sounding exercise to consider options for the future of the Class 165 Turbo DMU fleet.

The operator has 28×2-car and 11×3-car ‘165s’. which operate alongside its more modern Class 168 DMUs and its loco-hauled sets. The market sounding exercise will consider two options for the future of the fleet – some sort of hybrid conversion, or outright replacement.

The Class 165 Trains

The Class 165 trains were built in 1990-1991.

  • Maximum Speed – 75 mph
  • Prime Movers – One per car, Perkins 2006-TWH
  • 2-car Trains – 28
  • 3-car Trains – 11

One is being converted to a diesel/battery hybrid.

The Class 168 Trains

The Class 168 trains were built in 1998-2004.

  • Maximum Speed – 100 mph
  • Prime Movers – One per car, MTU 6R 183TD13H
  • 2-car Trains – 9
  • 3-car Trains – 8
  • 4-car Trains – 11

One has been converted to a diesel/battery hybrid.

Conversion To Hybrid Operation

If this proves to be feasible, it will surely be the more affordable of the two options.

But it does leave Chiltern with a mixed fleet with two types of train with different maximum speeds and these lengths.

  • 2-car Trains – 37
  • 3-car Trains – 19
  • 4-car Trains – 11

Would a fleet of similar trains, with perhaps a maximum speed of 100 mph, be better operationally?

Battery-Electric Operation

The Modern Railways article introduces the concept of battery-electric operation with this paragraph.

If a replacement fleet is considered the best option for the Turbo units, the replacements could take the form of a straight battery EMU, taking advantage of recent advances in ‘fast charge’ technology.

The article also says this about battery technology and electrification.

There is optimism that advances in battery technology will provide a smooth pathway to decarbonise Chiltern’s operations – the company serves the only non-electrified London terminus.

In the longer-term, it is hoped electrification from Birmingham to Banbury as part of a strategy to decarbonise CrossCountry and freight services would enable Chiltern to run a battery EMU on London to Birmingham duties, running under battery power as far north as Banbury and switching to overhead wires from there, both powering the unit and enabling the batteries to be recharged.

The Modern Railways article looked at each route and I will do this in more detail.

London Marylebone And Aylesbury via High Wycombe

London Marylebone and Oxford would be under battery operation for 40 miles.

Trains would be charged at London Marylebone and Aylesbury stations.

London Marylebone And Aylesbury Vale Parkway

London Marylebone and Oxford would be under battery operation for 41 miles.

Trains would be charged at London Marylebone and Aylesbury Vale Parkway stations.

It might be better to electrify between Aylesbury and Aylesbury Vale Parkway stations.

London Marylebone And Banbury

London Marylebone and Oxford would be under battery operation for 69 miles.

Trains would be charged at London Marylebone and Banbury stations.

Leamington Spa And Birmingham Moor Street

Assuming the Birmingham and Banbury section of the route is electrified, this route will be electrified.

London Marylebone And Birmingham Moor Street Or Birmingham Snow Hill

Assuming the Birmingham and Banbury section of the route is electrified, this route can be considered to be in two sections.

  • London Marylebone and Banbury – Battery operation – 69 miles
  • Banbury and Birmingham – Electric operation – 42 miles

Trains would be charged at London Marylebone station and on the electrified section.

London Marylebone And Gerrards Cross

London Marylebone and Oxford would be under battery operation for 19 miles or 38 miles both ways.

Trains would be charged at London Marylebone station.

London Marylebone And High Wycombe

London Marylebone and Oxford would be under battery operation for 28 miles or 56 miles both ways.

Trains would be charged at London Marylebone station.

London Marylebone And Oxford

London Marylebone and Oxford would be under battery operation for 66.8 miles.

Trains would be charged at London Marylebone and Oxford stations.

London Marylebone And Stratford-upon-Avon

Assuming the Birmingham and Banbury section of the route is electrified, this route can be considered to be in two sections.

  • London Marylebone and Banbury – Battery operation – 69 miles
  • Banbury and Hatton Junction – Electric operation – 26 miles
  • Hatton Junction and Stratford-upon-Avon – Battery operation – 9 miles

Trains would be charged at London Marylebone station and on the electrified section.

Chiltern’s Mainline Service

Chiltern’s Mainline service between London and Birmingham is run by either a Class 68 locomotive pulling a rake of six Mark 3 coaches and a driving van trailer or two or three Class 168 trains.

As the locomotive-hauled train is about eight coaches, it could surely be replaced by two four-car multiple units working together.

I believe that if Chiltern obtained a fleet of four-car battery electric trains, this would be the most efficient fleets for all their routes.

Charging At London Marylebone Station

I took these pictures at Marylebone station today.

Note.

  1. It is a surprisingly spacious station and I feel that Furrer+Frey or some other specialist company could add some form of charging to the platforms.
  2. Charging would probably performed using the train’s pantograph.

It appears that the turnround time in Marylebone is typically twelve minutes or more, which should be adequate to fully charge a train.

 

Conclusion

Both solutions will work for Chiltern.

But I prefer the new battery-electric train, which has some crucial advantages.

  • Battery-electric trains will be quieter than hybrid trains.
  • Marylebone station has a noise problem and battery-electric trains are very quiet.
  • Chiltern have ambitions to built new platforms at Old Oak Common and to serve Paddington. This could be easier with a battery electric train.

Rhe only disadvantage is that Banbury and Birmingham would need to be electrified.

 

 

September 25, 2022 Posted by | Transport/Travel | , , , , , , , , , , , | 5 Comments

A Trip To Skegness

Last Thursday, I took a trip to Skegness to get out of the heat.

I took these pictures on the way.

These are my observations and thoughts.

Changing At Grantham

A few minutes after getting off the LNER Azuma, the East Midlands Railway Class 156 train arrived at the opposite face of the wide platform.

Unlike some changes you get on trains in the UK, it was all rather painless and unhurried.

The change coming home was a bit slower, but there is a bar on the London platform, that serves a good selection of good beers.

Grantham To Skegness

The journey to Skegness took around an hour and a half and I arrived at 13:51.

Skegness Station

Skegness station is not the grandest, but it does have six platforms, which is probably a lot for just an hourly service from Nottingham and Grantham.

Skegness

I didn’t stay long, as it was surprisingly too cold and I hadn’t brought a coat.

Skegness To Grantham

The return trip was better, as the train was a more modern Class 170 train.

Surely, when East Midland Railways get their full quota of Class 170 trains, then the Poacher Line between Nottingham and Skegness will be one of the routes, where they will be used.

I also suspect that with 100 mph trains always running the service, as opposed to the Class 156 trains, which are only 75 mph units, there could be speed improvements on the line.

  • Grantham and Skegness is 58 miles.
  • There are a large number of level crossings.

An hour service between Grantham and Skegness could be possible and might generate more passengers.

Rolls-Royce MTU Hybrid PowerPacks

I wonder if this route could be improved by fitting the Class 170 trains with Rolls-Royce MTU Hybrid PowerPacks?

  • The hybrid technology would have a lower fuel consumption and allow electric operation in stations.
  • The prototype hybrid is already working on Chiltern Railways in a Class 168 train.
  • The Class 168 train is an earlier version of the Class 170 train and they are members of the Turbostar family.
  • Rolls-Royce are developing versions of these hybrid transmissions, that will work with sustainable fuels.
  • As we have a total of 207 Turbostar trainsets, these could be a convenient way of cutting carbon emissions on long rural lines.
  • As Rolls-Royce MTU are also developing the technology, so their diesel engines can run on hydrogen, it is not outrageous to believe that they could be on a route to complete decarbonisation of this type of train.

I believe that we could see hydrogen-hybrid Class 170 trains, with a Rolls-Royce badge on the side.

The Massive Greenhouse

I found that this was owned by Fountain Plants.

Is Lincolnshire going to grow the UK’s greens? Or at least give them a good start in life?

More greenhouses like this will enable the UK to create our carbon dioxide and eat it!

 

 

July 17, 2022 Posted by | Food, Hydrogen, Transport/Travel | , , , , , , , , , , | 1 Comment

Cutting Emissions – Cleaner, Greener Turbostars

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

It is a detailed technical description about how one of Chiltern Trains’s Class 168 trains has been converted to hybrid power.

This extract from the article gives the results of the conversion.

In July 2021, to celebrate Chiltern Railways’ 25th anniversary, the prototype was used to carry a number of invited guests to Bicester for a celebration lunch. The unit achieved speeds of up to 100mph during this demonstration run and operated with emission free battery power into/out of Marylebone and Bicester. The converted train is expected to reduce CO2 by up to 25%, nitrous oxide by up to 70%, particulates by up to 90% and fuel consumption by up to 25%. There was also an expectation that engine noise level will be reduced by 75%.

The article finishes by discussing how all 450 cars of the combined Class 168/170 fleet could be converted.

The article also hopes that the new Chiltern contract could lead to a full conversion of the fleet to hybrid operation.

It is an article well-worth a read.

May 16, 2022 Posted by | Transport/Travel | , , , , | 10 Comments

UK’s First 100mph Battery-Diesel Hybrid Train Enters Passenger Service

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

These are the first three paragraphs.

The UK’s first 100mph battery-diesel hybrid train is entering passenger service to cut carbon emissions and boost air quality.

It was developed by adding a powerful battery to a 20-year-old diesel train to reduce fuel consumption and CO2 emissions by 25%, according to owner Porterbrook.

The firm added that the two-carriage train, named HybridFLEX, also provides a 75% decrease in noise and a 70% decrease in nitrogen oxide.

The battery-diesel hybrid transmission is from MTU, who are a Rolls-Royce company and they go further with this press release which is entitled World Premiere: MTU Hybrid PowerPack From Rolls-Royce Enters Passenger Service.

This is the first paragraph.

Rolls-Royce, Porterbrook and Chiltern Railways are making rail history together with a climate-friendly world premiere: A hybrid diesel-battery-electric train that reduces CO2 emissions by up to 25% entered passenger service in the UK today for the first time. The so-called HybridFLEX train is powered by two mtu Hybrid PowerPacks and is operated by Chiltern Railways on the route between London Marylebone and Aylesbury. Together with the leasing company Porterbrook and Chiltern Railways, Rolls-Royce has converted a Class 168 DMU into the HybridFLEX train. The partners are proving that existing rail vehicles can be used in a climate-friendly way without the need to install complex and expensive new infrastructure. It is the world’s first regular passenger operation with mtu Hybrid PowerPacks, of which 13 have already been ordered.

This is significant for the railways of the UK.

The train that has been converted is a Class 168 train, which itself had been converted from a Class 170 train, when it transferred to Chiltern Railways in 2016.

I think this means that all Bombardier Turbostars in Classes 168, 170, 171 and 172 can probably be fitted with MTU Hybrid PowerPacks.

That is the following numbers of trains and cars.

  • Class 168 – 28 trains – 86 cars
  • Class 170 – 139 trains – 372 cars
  • Class 171 – 20 trains – 56 cars
  • Class 172 – 39 trains – 93 cars

Note.

  1. This totals to 226 trains and 607 cars.
  2. As each car has an engine, this will be an order of 607 PowerPacks, if all trains were to be converted.

This could certainly help to meet the Government’s aim of getting rid of all diesel only trains by 2040.

Can The CAF Civities Be Converted?

There are three Classes of CAF Civity diesel multiple units; 195, 196 and 197, all of which have Rolls-Royce MTU engines.

Could these be converted to hybrid operation by the swapping of the current diesel engines for MTU Hybrid PowerPacks?

I would suspect they could, as the CAF Civity trains might have been designed after MTU disclosed plans of the MTU Hybrid PowerPack to train builders prior to its announcement in September 2018.

Conclusion

MTU Hybrid PowerPacks could go a long way to eliminating diesel-only trains on UK railways. They could even run the diesels on Hydrotreated Vegetable Oil (HVO) to lower their carbon-footprint further.

 

February 10, 2022 Posted by | Transport/Travel | , , , , , , , , , , , , , , , | 23 Comments

Rolls-Royce And Flanders Electric Plan To Develop Hybrid Retrofit Solution For Mining Trucks

The title of this post, is the same as that of this Press Release from Rolls-Royce.

This is the first paragraph.

Rolls-Royce and Flanders Electric have agreed to develop a retrofit solution for hybridizing mining trucks with mtu engines, batteries and hybrid control systems, and Flanders drive train solutions. The two companies have signed a Memorandum of Understanding enabling them to offer a scalable retrofit kit for hybridizing mining trucks in a wide range of mining applications.

This looks to be a promising application of a version of MTU Mybrid PowerPack technology, that is being trialled on a Class 168 train on Chiltern Railways.

They are claiming a CO2 reduction of twenty percent.

September 16, 2021 Posted by | Transport/Travel | , , , , | Leave a comment

First Passenger Journey In The UK With mtu Hybrid PowerPack

The title of this post, is the same as that of this press release from Rolls-Royce.

This is the first paragraph.

The mtu Hybrid-PowerPack has passed another milestone successfully: In the UK, a train with mtu hybrid drive carried passengers for the first time as part of a special journey.

So how did mtu, a German manufacturer of large diesel engines for trains and ships, end up in bed with Rolls-Royce?

Wikipedia says this.

MTU Friedrichshafen remained a subsidiary of DaimlerChrysler until 2006 when it was sold off to the EQT IV private equity fund, becoming a part of the Tognum Corporation.

Rolls-Royce Holdings and Daimler AG acquired Tognum in 2011. In 2014, Tognum was renamed Rolls-Royce Power Systems, having become a 100 per cent subsidiary of Rolls-Royce Holdings.

A bit tortuous, to say the least!

This paragraph from the press release describes the journey.

The journey of the train – called HybridFLEX – was part of celebrations to mark the 25th anniversary of UK rail operator Chiltern Railways, which will use the train on its routes. It is a converted Turbostar DMU, which was previously equipped with a conventional mtu drive system.

It doesn’t sound very special, but it’s the equivalent of taking your BMW, Jaguar or Mercedes from twenty years ago and converting it to a full hybrid car with batteries, to assist the diesel engine.

Fuel and emission savings of 25 per cent are claimed, with the additional benefit that the train will not use the diesel engines in stations or sensitive areas.

In HybridFLEX Battery-Diesel Train Continues Programme Of Testing, I said this.

In the UK, the following diesel multiple units are fitted with modern MTU engines and could be candidates from a replacement power pack.

That is a total of 990 diesel engines.

As some of the Class 196 and Class 197 trains have yet to be delivered, I do wonder, if it would be sensible to deliver them as diesel-battery hybrid trains.

That is a lot of diesel engines, that could be replaced by MTU Hybrid Power Packs.

Conversions of other trains are also ongoing in Germany and Ireland.

This article from Rolls-Royce, is entitled  Hybrid Train Trials and gives a lot more details.

This is a quote from the article on fuel savings.

A fuel saving of 15 per cent is a
fantastic result and means that under
optimum conditions, 20 to 25
per cent should be possible. 

The savings certainly fit with Chiltern’s findings.

I have a few questions.

Can Locomotive Size PowerPacks Be Built?

As an engineer, I don’t see why not!

And there is certainly a need for them to cut diesel usage and carbon emissions with locomotives.

Conclusion

These conversions could be a very good interim solution.

 

July 25, 2021 Posted by | Transport/Travel | , , , , , | 26 Comments

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