The Anonymous Widower

Overhauls for LNER’s Remaining Class 91s And Mk 4s

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

This is the introductory paragraph.

Eversholt Rail, which owns the trains, has confirmed that 12 London North Eastern Railway Class 91s and the remaining Mk 4 coaches will undergo overhauls at Wabtec Rail, Doncaster.

It had been expected, that LNER would purchase more trains, as I wrote about in More New Trains On LNER Wish List.

The article gives more details of the trains to be retained.

  • Twelve Class 91 locomotives, seven rakes of Mark 4 coaches and two spare coaches will be retained.
  • They will be confined to routes between London Kings Cross and Bradford, Leeds, Skipton and York.

How many trains will be needed to cover these routes?

  • Trains take two hours and fifteen minutes between London Kings Cross and Leeds and run at a frequency of two trains per hour (tph)
  • Trains take two hours and twenty-one minutes between London Kings Cross and York and run hourly.
  • I suspect that a round trip to Leeds or York can be five hours.

So a crude analysis says, that will mean fifteen trains will be needed,

But some of these trains will be extended past Leeds.

These are, electrification status and the times and distances between Leeds and the final destinations.

  • Bradford – Electrified – 22 minutes – 13.5 miles
  • Harrogate – Not Electrified – 40 minutes – 18 miles
  • Huddersfield – Not Electrified – 33 minutes – 17 miles
  • Skipton – Electrified  – 45 minutes – 26 miles

It appears that the following is true.

  • Trains serving Harrogate and Huddersfield must be worked by bi-mode Class 800 trains.
  • Trains serving Bradford and Skipton could be worked by InterCity 225 trains or an all-electric nine-car Class 801 train.

Note.

  1. Some times are those taken by LNER services and some are estimates from TransPennine Express.
  2. I have assumed 8-10 minutes for the Split-and-Join at Leeds and included it in the times.
  3. Class 800 trains seem to take around ten minutes to turnround at Harrogate.
  4. Times between London Kings Cross and Doncaster will decrease by a few minutes, with the addition of digital in-cab signalling on the route, which will allow 140 mph running by InterCity 225s, Class 800 trains and Class 801 trains.

I estimate that it will be possible for an InterCity 225, Class 800 train or Class 801 train to do a round trip between London Kings Cross and Bradford, Harrogate, Huddersfield or Skipton in six hours.

The round trip between London Kings Cross and York will be the five hours, I estimated earlier.

Wikipedia also says this.

LNER expects to introduce two-hourly services to Bradford and a daily service to Huddersfield in May 2020 when more Azuma trains have been introduced.

So would the pattern of trains to Leeds/York be as follows?

  • One tph – One pair of five-car Class 800 trains to Leeds, of which some or all split and join at Leeds, with one train going to and from Harrogate and the other going to and from Huddersfield.
  • One tph per two hours (tp2h) – An InterCity 225 or nine-car Class 801 train to Leeds, of which some or all are extended to Bradford.
  • One tp2h – An InterCity 225 or nine-car Class 801 train to Leeds, of which some or all are extended to Skipton.
  • One tph – An InterCity 225 or nine-car Class 801 train to York.

I estimate that it will be possible for an InterCity 225, Class 800 train or Class 801 train to do a round trip between London Kings Cross and Bradford, Harrogate, Huddersfield or Skipton in six hours.

This would need the following trains.

  • Six pairs of five-car Class 800 trains for the Harrogate and Huddersfield services.
  • Six full size all electric trains, which could be an InterCity 225, a nine-car Class 801 train or a pair of five Class 801 trains, for Bradford and Skipton services.
  • Five full size all electric trains, which could be an InterCity 225, a nine-car Class 801 train or a pair of Class 801 trains, for York services.

So why have LNER changed their mind and are retaining the InterCity 225?

Are InterCity 225 Trains Already Certified For 140 mph Running?

I wouldn’t be surprised, if a large part of the certification work for this had been done for 140 mph running and for it to be allowed, it needs digital in-cab signalling to be installed on the East Coast Main Line.

The Wikipedia entry for the InterCity 225 says this about the train’s performance.

The InterCity 225 has a top service speed of 140 mph (225 km/h); during a test run in 1989 on Stoke Bank between Peterborough and Grantham an InterCity 225 reached 162 mph (260.7 km/h). However, except on High Speed 1, which is equipped with cab signalling, British signalling does not allow trains to exceed 125 mph (201 km/h) in regular service, due to the impracticality of correctly observing lineside signals at high speed.

The Wikipedia entry for the East Coast Main Line says this about the future signalling.

A new Rail operating centre (ROC), with training facilities, opened in early 2014 at the “Engineer’s Triangle” in York. The ROC will enable signalling and day-to-day operations of the route to be undertaken in a single location. Signalling control/traffic management using ERTMS is scheduled to be introduced from 2020 on the ECML between London King’s Cross and Doncaster – managed from the York ROC.

A small fleet of InterCity 225 trains could be the ideal test fleet to find all the glitches in the new signalling.

Are InterCity 225 trains Already Certified To Run To Bradford and Skipton?

If they are, then that is another problem already solved.

A Fleet Of Seven Trains Would Cover Bradford And Skipton Services

Six trains are needed to run a one tp2h service to both Bradford and Skipton, so they could fully cover one tp2h to Bradford and occasional trains to Skipton with a spare train and one in maintenance.

Using InterCity 225s To Bradford and Skipton Would Not Require A Split-And-Join At Leeds

The number of trains that would Split-and-Join at Leeds would be only two tph instead  of four tph, which would be simpler with less to go wrong.

Not Enough Five-Car Bi-Mode Class 800 Trains

LNER’s full fleet of Azumas will be as follows.

  • 13 – Nine-car bi-mode Class 800 trains.
  • 10 – Five-car bi-mode Class 800 trains.
  • 30 – Nine-car electric Class 801 trains.
  • 12 – Five-car electric Class 801 trains.

This would appear to be a major problem, if Harrogate and Huddersfield were to be served hourly by Class 800 trains, existing services are to be maintained or even increased to Hull and Lincoln and extra services are to be added to Middlesbrough and perhaps Nottingham and other destinations.

The InterCity 225s only help indirectly, if they provided the London Kings Cross and Bradford and Skipton services.

Conversion Of Class 800 and Class 801 Trains To Regional Battery Trains

Hitachi have launched the Regional Battery Train, which is described in this Hitachi infographic.

For LNER, they will be useful for any Journey under about 90 kilometres or 56 miles.

The trains should be able to serve these routes.

  • Leeds and Harrogate and back – 36 miles
  • Leeds and Huddersfield and back – 34 miles
  • Newark and Lincoln and back – 33 miles
  • Northallerton and Middlesbrough and back – 42 miles

Whilst Class 800 trains and Class 801 trains are converted, the InterCity 225 trains would act as valuable cover on services like London to Leeds and York.

Conclusion

I think it is a good plan.

September 14, 2020 Posted by | Transport | , , , , , , , , , , , , , | 1 Comment

LNER To Keep Class 91s Until 2023

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

This is the two introductory paragraphs.

Class 91s hauling Mk 4s will remain with London North Eastern Railway until 2023.

Ten rakes of coaches and ten ‘91s’ will be used, with two additional spare ‘91s’ and a handful of spare Mk 4s also retained.

It looks like LNER are keeping enough Class 91 locomotives and Mark 4 coaches to guarantee having ten trains in service.

Why 2023?

The answer to this question is probably contained in an article in Issue 901 of Rail Magazine, which is entitled ORR Approves New Hitachi Inter-Car Connector Design, which has these two statements.

  • All inter-car connectors will have been updated by Summer 2022.
  • Hitachi has deals for a further 61 trains for three operators and all will be in traffic by the end of 2022.

It looks like Hitachi could have production capability from 2023.

The original Rail Magazine article also says this.

The extension is until the end of 2023 while LNER sources brand new trains, which would take a minimum of around two years to build and deliver. The operator has previously told RAIL it needs around six new trains.

It appears the difference between retaining ten InterCity 225 trains and adding six new trains to the fleet, is to cover for the retrofit of the inter-car connectors.

The Performance Of A Class 91 Locomotive And Five Mark 4 Coaches

I have seen in mentioned that Virgin East Coast were intending to run shortened rakes of Mark 4 coaches.

In the Wikipedia entry for the Class 91 locomotive, there is a section called Speed Record, where this is said.

A Class 91, 91010 (now 91110), holds the British locomotive speed record at 161.7 mph (260.2 km/h), set on 17 September 1989,[ just south of Little Bytham on a test run down Stoke Bank with the DVT leading. Although Class 370s, Class 373s and Class 374s have run faster, all are EMUs which means that the Electra is officially the fastest locomotive in Britain. Another loco (91031, now 91131), hauling five Mk4s and a DVT on a test run, ran between London King’s Cross and Edinburgh Waverley in 3 hours, 29 minutes and 30 seconds on 26 September 1991. This is still the current record. The set covered the route in an average speed of 112.5 mph (181.1 km/h) and reached the full 140 mph (225 km/h) several times during the run.

When you consider, this was nearly forty years ago, there can’t be much wrong with British Rail’s train engineering.

What Average Speed Do You Need  To Achieve London And Edinburgh In Four Hours?

The rail distance between London and Edinburgh is 393 miles, so four hours needs an average speed of 98 mph.

Consider.

  • I have travelled in InterCity 125 and InterCity 225 trains, where I have measured the speed at around 125 mph for perhaps thirty or forty miles.
  • In Norwich-In-Ninety Is A Lot More Than Passengers Think!, I travelled to Norwich and back, at around 100 mph most of the way.
  • Continuous 125 mph running is just as much about the track as the train.
  • I have watched a driver in an InterCity 125 at work and these guys and girls know the route and their charges, like the backs of their hands.

I think it is possible to arrange train pathing, so that trains could run between London and Edinburgh in excess of 100 mph.

I believe, that this would enable London and Edinburgh in under four hours.

Will LNER Run Faster Services With Short Sets?

Virgin East Coast’s original plan, was to run short sets between London and Edinburgh.

Would these short sets have been faster, than full size sets?

  • The power-to-weight ratio is higher, so acceleration would be better.
  • A five-car train would probably need half the power of a ten-car train to cruise at a given speed.
  • It might be possible to save weight to increase performance.
  • There would be no intermediate stops.
  • They know that the Kings Cross and Edinburgh record is three-and-a-half hours, which was set by a five-car train.
  • In-cab digital signalling and other improvements could be fitted.

It should also be noted, that a short set would probably do significantly less damage to the track than a full-size set at 140 mph.

Possible Short InterCity 225 Routes

LNER have only six fully-electrified routes, where they could run short InterCity 225 sets.

  • Kings Cross and Leeds
  • Kings Cross and Doncaster
  • Kings Cross and York
  • Kings Cross and Newcastle
  • Kings Cross and Edinburgh
  • Kings Cross and Stirling

Note.

  1. All routes are fully-electrified, which is a pre-requisite, as InterCity 225 sets have no self-power capability.
  2. Kings Cross and Leeds will probably be run by pairs of Class 800 trains, as LNER looks like it will split trains at Leeds and serve two destinations.
  3. Do Doncaster, York and Newcastle generate enough traffic for a fast service?
  4. The Edinburgh route will have direct competition from East Coast Trains, who will be running five-car Class 803 trains.
  5. The Stirling route at over five hours is probably too long.

It looks to me, that the preferred route for InterCity 225 sets,; short or full-size will be Kings Cross and Edinburgh.

How Many Trains Would Be Needed To Run An Edinburgh Service?

A flagship service between London and Edinburgh might have the following timetable.

  • One tph perhaps leaving at a fixed time in every hour.
  • A timing of under four hours.
  • Minimal numbers of intermediate stops.
  • The service would not be extended past Edinburgh, as the trains need electrified lines.

Suppose, the trains could do a round trip in eight hours, this would mean that eight trains would be needed to provide a service.

Ten trains would allow one train in maintenance and one ready to be brought into service at a moment’s notice.

Does this explain, why ten InterCity 225 sets are being retained.

Would In-Cab Signalling Be Needed?

I suspect that under current rules, in-cab digital signalling might be needed! But as I observed in Partners On Board For In-Cab Signalling Project On East Coast Main Line, this is on its way!

But, as the average speed needed to do London and Edinburgh in four hours is only 98 mph, I wonder what time could be achieved by one of the top drivers, using the following.

  • All their route knowledge and driving skill.
  • A five-car train.
  • Maximum acceleration.
  • A well-thought out pathing structure.
  • A clear track
  • No hold-ups
  • A non-stop run.

If the train were to run at 125 mph all the way without stopping, the journey time would be around three hours and ten minutes.

Wikipedia says this about in-cab digital signalling on the East Coast Main Line.

The line between London King’s Cross and Bawtry, on the approach to Doncaster, will be signalled with Level 2 ERTMS. The target date for operational ERTMS services is December 2018 with completion in 2020.

  • I estimate that that this will mean that 145 miles of the route will have full in-cab digital signalling.
  • Currently, the fastest London and Doncaster times are around 90 minutes, with many taking 97-98 minutes for the 155 miles.

This means the fast train takes 84 minutes between King’s Cross and Bawtry, at an average speed of 103 mph.

Suppose this fast train could go at 125 mph for all but twenty of the distance between King’s Cross and Bawtry, how much time would this save?

  • 125 miles at 125 mph would take 60 minutes.
  • 125 miles at 103 mph would take 72 minutes.

This means that just by running at 125 mph continuously for all but twenty miles could save up to twelve minutes.

If 140 mph running could be maintained on this section, another six minutes would be saved.

As they say, every little helps!

Lessons From Norwich-in-Ninety

In Norwich-In-Ninety Is A Lot More Than Passengers Think!, I travelled to Norwich and back, at around 100 mph most of the way.

Liverpool Street and Norwich is 114 miles and a ninety minute journey is an average of just 76 mph, which is 24 mph below the maximum cruise of a Class 90 locomotive and a rake of eight Mark 3 coaches. Compare this with an average speed of 98 mph needed for London and Edinburgh in four hours and the 125 mph maximum certified cruise of an InterCity 225 train, without in-cab digital signalling.

It should also be noted that Greater Anglia, run an additional stopping train after the Norwich-in-Ninety expresses, that call at several important stations and not just Ipswich.

Will LNER use a similar strategy? It was working well and successfully for Greater Anglia, until services were decimated by COVID-19!

Will LNER Increase Frequency Between London And Edinburgh To Three Trains Per Hour?

It would seem that the current two tph service running nine- or ten-car trains, runs with a high level of occupancy, so to replace some of these trains with faster and shorter trains might cause capacity problems.

But to add, a third faster train in the hour might be possible. Especially, if the Norwich-in-Ninety strategy were to be used. The timetable in both directions could be something like.

  • XX:00 – Four hour express
  • XX:06 – Four-hour plus train to current timing
  • XX:30 – Four-hour plus train to current timing

LNER’s Marketing Department would like it.

Could Hitachi Trains Achieve London and Edinburgh In Four Hours?

The all-electric Class 801 trains most certainly have a performance to match an InterCity 225 in terms of acceleration and maximum operating speed without in-cab digital signalling. After all, the Japanese train was designed as a direct replacement for British Rail’s last high performance train!

So I believe that with a well-designed timetable, electric Hitachi trains will be able to run between London and Edinburgh in under four hours, with a small number of stops.

Note that LNER will have a fleet of thirty nine-car and twelve five-car all-electric Class 801 trains.

But East Coast Trains will have a fleet of five five-car all-electric Class 803 trains, which could get near to a four-hour timing, despite their four stops at Stevenage, Durham, Newcastle and Morpeth.

  • I have timed a Class 800 train leaving Kings Cross and they get up to 125 mph fairly fast, by about Potters Bar, which is reached in eleven minutes.
  • Stops at Stevenage, Durham and Morpeth will probably each add two minutes to the timing, with Newcastle adding five minutes.
  • 125 mph all the way from Kings Cross to Edinburgh would be a timing of three hours and ten minutes.

Add up the stationary times at the stops (2+2+2+5) and that gives a journey time of three hours and twenty-one minutes, which leaves thirty-nine minutes for the five decelerations and accelerations between stationary and 125 mph.

This page on the Eversholt Rail web site, has a data sheet for a Class 802 train, which is a Class 800 train with larger engines.

The data sheet shows that a five-car train can accelerate to 125 mph and then decelerate to a stop in six minutes in electric mode. So five accelerations/deceleration cycles  to 125 mph would take thirty minutes. This gives a journey time between London and Edinburgh of three hours and fifty-one minutes.

Note that Class 801 trains, which don’t lug diesel engines about will have better acceleration, due to the lower weight, so should have better acceleration and deceleration.

Does this time seem reasonable? First Group with their extensive experience of running Class 800 trains on the Great Western Main Line will know the capabilities of the trains, down to the last mph.

I doubt, they’d have bought the trains for East Coast Trains, if they couldn’t do London and Edinburgh in four hours.

I believe that both InterCity 225 and Class 801/803 trains can do London and Edinburgh in four hours and any train company that doesn’t offer this timing, will come second!

A Possible Hitachi-Based Timetable For LNER

I would be very surprised if a service pattern like this wouldn’t be possible.

  • XX:00 – Four hour express – Class 801 train
  • XX:06 – Four-hour plus train to current timing – Class 801 train or InterCity 225
  • XX:30 – Four-hour plus train to current timing – Class 801 train or InterCity 225

Note.

  1. As there is only one extra train per hour, ten extra trains would be the addition to the fleet, needed to run this service pattern.
  2. Class 801 trains could be five-car or nine-car sets as passenger numbers require.
  3. InterCity 225 trains could be as long as are needed.

InterCity 225 trains would only be doing the job, they’ve done for many years.

Targeting The Airline Market

In Trains Ordered For 2021 Launch Of ‘High-Quality, Low Fare’ London – Edinburgh Service, which described the launch of First East Coast Trains, I said this about their target market.

First East Coast Trains is targeting the two-thirds of passengers, who fly between London and Edinburgh. The company are also targeting business passengers, as the first train arrives in Edinburgh at 10:00. Trains will take around four hours.

Note that currently, LNER’s first train arrives at 11:12. In the future, I would envisage that LNER intend to go for four hour journeys.

It would seem to me, that both train companies will be attempting to take passengers from the airlines.

Conclusion

It looks to me that ten InterCity 225 trains could add a third train in each hour between London and Edinburgh for LNER, that would do the journey in under four hours.

The third train could either be an InterCity 225 or a Class 801 train.

 

 

March 24, 2020 Posted by | Transport | , , , , , , , , | 4 Comments

A Selection Of Train Noses

I have put together a selection of pictures of train noses.

They are in order of introduction into service.

Class 43 Locomotive

The nose of a Class 43 locomotive was designed by Sir Kenneth Grange.

Various articles on the Internet, say that he thought British Rail’s original design was ugly and that he used the wind tunnel at Imperial College to produce one of the world’s most recognised train noses.

  • He tipped the lab technician a fiver for help in using the tunnel
  • Pilkington came had developed large armoured glass windows, which allowed the locomotives window for two crew.
  • He suggested that British Rail removed the buffers. Did that improve the aerodynamics, with the chisel nose shown in the pictures?

The fiver must be one of the best spent, in the history of train design.

In How Much Power Is Needed To Run A Train At 125 mph?, I did a simple calculation using these assumptions.

  • To cruise at 125 mph needs both engines running flat out producing 3,400 kW.
  • Two locomotives and eight Mark 3 carriages are a ten-car InterCity 125 train.

This means that the train needs 2.83 kWh per vehicle mile.

Class 91 Locomotive

These pictures show the nose of a Class 91 locomotive.

Note, the Class 43 locomotive for comparison and that the Driving Van Trailers have an identical body shell.

It does seem to me, that looking closely at both locomotives and the driving van trailers, that the Class 43s  look to have a smoother and more aerodynamic shape.

Class 800/801/802 Train

These pictures show the nose of a Class 800 train.

In How Much Power Is Needed To Run A Train At 125 mph?, I did a simple calculation to find out the energy consumption of a Class 801 train.

I have found this on this page on the RailUKForums web site.

A 130m Electric IEP Unit on a journey from Kings Cross to Newcastle under the conditions defined in Annex B shall consume no more than 4600kWh.

This is a Class 801 train.

  • It has five cars.
  • Kings Cross to Newcastle is 268.6 miles.
  • Most of this journey will be at 125 mph.
  • The trains have regenerative braking.
  • I don’t know how many stops are included

This gives a usage figure of 3.42 kWh per vehicle mile.

It is a surprising answer, as it could be a higher energy consumption, than that of the InterCity 125.

I should say that I don’t fully trust my calculations, but I’m fairly sure that the energy use of both an Intercity 125 and a Class 801 train are in the region of 3 kWh per vehicle mile.

Class 717 Train

Aerodynamically, the Class 700, 707 and 717 trains have the same front.

But they do seem to be rather upright!

Class 710 Train

This group of pictures show a Class 710 train.

Could these Aventra trains have been designed around improved aerodynamics?

  • They certainly have a more-raked windscreen than the Class 717 train.
  • The cab may be narrower than the major part of the train.
  • The headlights and windscreen seem to be fared into the cab, just as Colin Chapman and other car designers would have done.
  • There seems to be sculpting of the side of the nose, to promote better laminar flow around the cab. Does this cut turbulence and the energy needed to power the train?
  • Bombardier make aircraft and must have some good aerodynamicists and access to wind tunnels big enough for a large scale model of an Aventra cab.

If you get up close to the cab, as I did at Gospel Oak station, it seems to me that Bombardier have taken great care to create a cab, that is a compromise between efficient aerodynamics and good visibility for the driver.

Class 345 Train

These pictures shows the cab of a Class 345 train.

The two Aventras seem to be very similar.

Class 195 And Class 331 Trains

CAF’s Class 195 and Class 331 trains appear to have identical noses.

They seem to be more upright than the Aventras.

Class 755 Train

Class 755 trains are Stadler’s 100 mph bi-mode trains.

It is surprising how they seem to follow similar designs to Bombardier’s Aventras.

  • The recessed windscreen.
  • The large air intake at the front.

I can’t wait to get a picture of a Class 755 train alongside one of Greater Anglia’s new Class 720 trains, which are Aventras.

 

 

 

 

 

October 14, 2019 Posted by | Transport, Uncategorized | , , , , , , , , | 2 Comments

Thoughts On The Aerodynamics Of A Class 91 Locomotive

The Class 91 locomotive is unique in that it the only UK locomotive that has a pointed and a blunt end.

The Wikipedia entry has external and internal pictures of both cabs, which are both fully functional.

The speeds of the locomotive are given as follows.

  • Design – 140 mph
  • Service – 125 mph
  • Record – 161.7 mph
  • Running blunt end first – 110 mph

The aerodynamic drag of the train is determined by several factors.

  • The quality of the aerodynamic design.
  • The cross-sectional area of the train.
  • The square of the speed.
  • The power available.

The maximum speed on a level track, will probably be determined when the power available balances the aerodynamic force on the front of the train.

But with a train or an aircraft, you wouldn’t run it on the limit, but at a safe lower service speed, where all the forces were calm and smooth.

If you compare normal and blunt end first running, the following can be said.

  • The cross sectional area is the same.
  • The available power is the same.
  • Power = DragCoefficient * Speed*Speed, where the DragCoefficient is a rough scientifically-incorrect coefficient.

So I can formulate this equation.

DragCoefficientNormal * 125*125 = DragCoefficientBlunt * 110*110

Solving this equation shows that the drag coefficient running blunt end first is twenty-nine percent higher, than when running normally.

Looking at the front of a Class 91 locomotive and comparing it with its predecessor the Class 43 locomotive, it has all the subtlety of a brick.

The design is a disgrace.

Conclusion

This crude analysis shows the importance of good aerodynamic design, in all vehicles from bicycles to fifty tonne trucks.

 

If

 

 

October 11, 2019 Posted by | Transport | , | 1 Comment

Europhoenix Earmarks ‘91s’ For European Freight Use

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

Class 91 locomotives are the locomotives at one end of an InterCity 225 train.

The picture shows three Class 91 locomotives lined up at Kings Cross station. Locomotives are normally at the Northern end of the train, with driving van trailers, which are dummy locomotives with a cab, at the other end of the train. The locomotives have a pantograph.

They are electric locomotives, with an unusual transmission, described like this in Wikipedia.

The locomotive body shells are of all-steel construction. Unusually, the motors are body mounted and drive bogie-mounted gearboxes via cardan shafts. This reduces the unsprung mass and hence track wear at high speeds. The locomotive also features an underslung transformer so that the body is relatively empty compared to contemporary electric locomotives. Much of the engineering specification for the locomotive was derived from the research and operational experience of the APT-P.

Wikipedia also says this about the locomotives.

  •  Have a power of 4.83 MW.
  • Have a weight of 81.5 tonnes.
  • Can work on 25 KVAC overhead electrification.
  • Have a service speed of 125 mph
  • Have a service speed of 110 mph going blunt end first.
  • Can operate as a  normal locomotive.

According to Wikipedia, there are a total of 31 locomotives.

They are powerful locomotives, that were designed to haul nine heavily-loaded coasches at 140 mph.

Europheonix’s Plan

Europhoenix, which is described as a railway locomotive hire company by Wikipedia, intend to do the following, according to the Rail Magazine article.

Up to twenty Class 91 locomotives will be acquired and they will be used for freight in Eastern Europe.

Two have already been purchased and these are being readied for tests.

This paragraph gives more details on the modifications and how they will be used.

EP owner Glenn Edwards told RAIL on October 4 that the locomotives would work in permanent pairs, with the blunt ends coupled together. Currently, ‘91s’ are not suitable for heavy freight haulage duty, so in partnership with Voith they will be re-geared to a lower rating to enable them to operate in this manner.

A few of my thoughts!

The Double Locomotive

British Rail gets a lot of criticism.

Some of this is justified, but on the other hand, some of their track,locomotive and carriage design has admirably stood the test of time.

In his quote, Glenn Edwards seems very confident that the engines can work in permanent pairs.

As the Class 91 locomotives were designed to work as normal locomotives, perhaps the ability to work as a pair, was part of the original specification.

But as no-one ever used them to haul heavy freight trains, the feature was never needed.

British Rail has form in using pairs of electric engines to haul freight.

 

The picture shows a pair of Class 86 locomotives, which were built in 1965-66, pulling a heavy freight train through Canonbury in 2019.

I also must show this picture of a British Rail-era Class 90 locomotive double-heading a heavy freight train with a Class 66 diesel locomotive.

Is this the ultimate bi-mode locomotive for the UK?

I’ve never seen the formation again or found any reference on the Internet.

I wouldn’t be surprised to be told, that running two Class 91 locomotives, blunt end together, was part of the original design.

The pair would be a powerful beast.

  • Almost ten MW of power.
  • Eight driven axles.

But the pair would have a lowish axle loading of around twenty tonnes.

Modifications Planned

The only modification noted in the Rail Magazine article is to change the gearing from that needed for a 140 mph passenger train to that needed for a slower freight train.

Hopefully the manufacturer of the original gear-boxes are still in existence.

Other Information

There is a discussion about these locomotives on this topic on RailUK Forums.

One post says this.

I spoke to a colleague the other day who said ROG were getting 2X91’s for testing the new wires on the MML.

ROG is Rail Operations Group and they are should be well-qualified to do the testing.

According to Wikipedia, there is a lot of space inside the locomotive, so could this space be used to house instrumentation used to test the overhead wires?

Could Pairs Of Class 91 Locomotives Be Used For Freight In The UK?

I think it all depends on the routes, the amount of electrification and the economics.

On the other hand new Stadler Class 93 locomotives might be a better alternative.

Conclusion

It does look like Eirophoenix have organised an export deal, that is to the benefit of several parties.

October 10, 2019 Posted by | Transport | , , , , | Leave a comment