Are LNER Going To Take On The Airlines?
Nine years ago, I wrote Edinburgh – Plane Or Train?, after a trip to Scotland, where I took easyJet up and came back in First Class by train.
- Both trips were about five hours door-to-door.
- The flight was about six quid more,
- But I got free food and drink on the train.
- Security on the plane was a pain.
- I had to take my passport for identification at Stansted.
I haven’t flown internally in Great Britain since, although, I have flown to Belfast.
For shorter flights the market is going towards rail, as these posts seem to suggest.
- 2.7M Tonnes Of Co2 Could Be Saved Per Year If UK Domestic Flights Went Electric
- Air Travellers To Be Hit By Carbon Charge On All Tickets
- Climate Change ‘May Curb Growth In UK Flying’
- France Bans Short-Haul Flights To Cut Carbon Emissions
- KLM Replaces Plane With High Speed Train
- Lumo Carbon Data Shows Its Trains Are 22 Times Greener Than Flying
- Next Time I’ll Go By Train
- Ryanair One Of Europe’s Top Polluters, EU Data Suggests
- Stop Taking Internal Flights And Go Green, Says Lib Dem Contender Davey
The climate seems to be turning against flying short-haul.
This is a paragraph, in this press release from LNER, which is entitled First Tri-Mode Long Distance Trains For The East Coast Main Line.
This new fleet of trains will keep LNER on track to reduce its emissions by 67 per cent by 2035 and be net zero by 2045. LNER has already reduced carbon emissions by 50 per cent compared with 2018/19. Per mile, LNER trains produce 15 times less carbon emissions than a domestic flight.
Are LNER building a number of climate-based sticks, with which to beat the airlines on the routes, where they compete?
These are my thoughts on the various routes, where LNER compete with airlines.
Newcastle
Newcastle is an interesting one.
- Newcastle station is in the city centre and is on the Tyne and Wear Metro.
- London King’s Cross is one of London’s major Underground hubs.
- There are lots of buses and local trains within walking distance of both stations.
- There are three trains every two hours and an additional eight trains per day (tpd) between the two London King’s Cross and Newcastle stations.
- Lumo also run five tpd on the route.
- There are generally no security delays at rail stations.
- London King’s Cross is laid out to maximise passenger flows. If it gets busy, everybody just walks out into King’s Cross Square.
- I’ve never had a problem at Newcastle station with overcrowding.
Perhaps, if you live near one of the airports, flying is more convenient.
LNER’s weapons against the airlines between London King’s Cross and Newcastle will be convenience and journey times.
Convenience is all about the location of the stations, their excellent local transport networks and good walking routes around the station.
Journey times will only get better, as the magic of digital in-cab signalling, allows the Azumas, the new CAF tri-mode long distance trains and the few remaining InterCity 225s to show what they were designed to do.
Dalton-on-Tees, where the first phase of the digitally signalling will end, is 39.8 miles South of Newcastle, so once the Newcastle train is passes Dalton-on-Tees on the East Coast Main Line, it will be a digital-signalled electrified railway all the way to Woolmer Green.
- Dalton-on-Tees is 39.8 miles South of Newcastle
- Woolmer Green is 244.8 miles South of Newcastle.
- Dalton-on-Tees and Woolmer Green is 205 miles.
- Newcastle and Dalton-on-Tees takes 37 minutes.
- Woolmer Green and King’s Cross takes 18 minutes
- Trains take typically an average three hours and nine minutes between London and Newcastle.
- A typical train time by LNER between Dalton-on-Tees and Woolmer Green is two hours and 14 minutes.
- This is an average speed of 91.8 mph between Dalton-on-Tees and Woolmer Green.
- Between London King’s Cross and Newcastle is fully-electrified.
I can build a table of timings and savings at various average speeds.
- 120 mph – 103 minutes – two hours and 38 minutes – 31 minutes
- 125 mph – 98 minutes – two hours and 33 minutes – 36 minutes
- 130 mph – 95 minutes – two hours and 30 minutes – 39 minutes
- 135 mph – 91 minutes – two hours and 26 minutes – 43 minutes
- 140 mph – 88 minutes – two hours and 23 minutes – 46 minutes
Note.
- The first field is the average speed between Dalton-on-Tees and Woolmer Green.
- The second field is the time between Dalton-on-Tees and Woolmer Green.
- The third field is the time between London and Newcastle.
- The fourth field is the saving over current timings.
- The London and Newcastle time is calculated by adding the times for the three sections together.
I have regularly timed trains at a very constant 125 mph, so with digital signalling, I suspect an average of 130 mph is possible.
This would mean, times of a few minutes under two hours and thirty minutes could be possible between London and Newcastle.
Edinburgh
Edinburgh builds on the improvements South of Newcastle.
Edinburgh station Waverley is a well-connected station.
- There are lots of buses, local trains and the Edinburgh Tram within walking distance of Edinburgh Waverley station.
- There are three trains every two hours and an additional seven tpd between the London King’s Cross and Edinburgh Waverley stations.
- Lumo also run five tpd on the route.
- Trains take typically an average four hours and thirty minutes between London and Edinburgh Waverley.
- Any savings because of the digital in-cab signalling between London and Newcastle can be applied to London and Edinburgh Waverley services.
As my calculations showed that averaging 130 mph between Dalton-on-Tees and Woolmer Green could save 39 minutes on journey times, I am fairly sure than a sub-four hour journey time will be possible between London and Edinburgh Waverley.
It should also be noted that that the power supply has been improved between Newcastle and Edinburgh Waverley.
- The distance between Newcastle and Edinburgh Waverley is 124.2 miles
- Newcastle and Edinburgh Waverley takes around one hour and 30 minutes.
- This is an average speed of 82.8 mph between Newcastle and Edinburgh Waverley.
- Between London King’s Cross and Edinburgh Waverley is fully-electrified.
As the record time for between London King’s Cross and Edinburgh Waverley was set by an InterCity225 train in 1993 at three hours and twenty-nine minutes, I suspect that with more digital signalling and some track improvements, that there are more journey time improvements to be squeezed out.
I certainly believe that a time of three hours and fifty minutes between London and Edinburgh Waverley will be regularly achieved. This is a journey time saving of around forty minutes.
Dundee
Dundee has an airport and a station on the East Coast Main Line.
Trains between London King’s Cross and Dundee take around five hours and 45 minutes.
LNER run three trains per day to and from London King’s Cross and one tpd to and from Leeds.
CrossCountry also run services.
Loganair has two flights per day to Heathrow.
Aberdeen
Aberdeen builds on the improvements South of Edinburgh.
The four direct tpd between London and Aberdeen take around seven hours and ten minutes.
This should come down to around six hours and thirty minutes with the journey time savings between London King’s Cross and Edinburgh Waverley.
Will this tempt travellers from the airlines?
Battery-Electric Trains To Dundee And Aberdeen
One thing that will help, is that Edinburgh and Aberdeen is to be partially electrified.
InPiling Work To Get Underway To Electrify Line To Fife, I included this Network Rail map of the electrification.
This map has been downloaded from the Network Rail web site.
The electrification is split into four phases.
- Haymarket and Dalmeny – 25 km
- Kirkcaldy and Thornton North – 25 km.
- Lochgelly and Thornton North – 20 km.
- Thornton North and Ladybank – 34 km.
Note.
- The last three phases of electrification connect to Thornton North.
- The new rail link to Leven will also be electrified. and connected to Thornton North.
- The Forth Bridge is not to be electrified.
As Ladybank station is just 91.4 miles from Aberdeen, I suspect LNER will use Hitachi Intercity Battery Hybrid Trains to serve Aberdeen.
If these trains haven’t got the range, then I suspect LNER’s new CAF Tri-Mode Trains could handle the route.
Inverness
Inverness has a problem.
Zero-carbon trains will be unlikely to get to the city without full electrification of the Highland Main Line.
- Dunblane is the nearest electrified station to Inverness, but it is 146.2 miles away over a route with lots of steep climbs.
- I doubt that a battery-electric train could handle that route.
One solution would be for LNER to run the new CAF Tri-Mode Trains to Inverness using HVO or biodiesel.
Glasgow
Glasgow is the only other Scottish city with an airport and good rail connections to the South.
I am sure that Avanti West Coast will target airline passengers, if LNER prove it is a successful policy.
Other Factors
These are other factors, that will come into a traveller’s choice.
First Class
Some travellers like a bit more comfort and service.
Ability To Work
Some travellers like to work on a train.
You Don’t Get Tables On a Plane
I like to open a paper or magazine flat, which is difficult on a plane.
Views Tend To Be Better On a Train
Providing you get a window!
Parking Tends To Be Better At An Airport
But it may be more expensive!
Security Is Less Hassle On A Train
At the moment!
You Don’t Need To Prove Your Identity On A Train
Not in the UK! Yet!
Conclusion
It looks like LNER can offer the airlines to four of our major Northern cities serious zero-carbon competition.
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.
- Class 43 power cars – 6V 4000 R41R
- Class 168 train – 6R 183 TD 13H
- Class 170 train – 6R 183 TD 13H
- Class 172 train – 12V 1800 R83
- Class 195 train – 12V 1800 R85L
- Class 196 train – 12V 1600 R85L
- Class 197 train – 12V 1600 R85L
- Class 800 train – 12V 1600 R80L
- Class 801 train – 12V 1600 R80L
- Class 802 train – 12V 1600 R80L
- Class 805 train – 12V 1600 R80L
- Class 810 train – 12V 1600 R80L
Note.
- Class 168 and 170 trains seem to be powered by older model Rolls Royce mtu engines.
- Class 180, 220,221 and 222 trains are powered by Cummins engines.
- 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.
- 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.
First Tri-Mode Long Distance Trains For The East Coast Main Line
The title of this post, is the same as that of this press release from LNER.
This is the sub-heading.
London North Eastern Railway (LNER) is pleased to confirm that CAF has been named as the successful bidder to deliver a fleet of 10 new tri-mode trains for LNER. Porterbrook has been chosen as the financier of the new fleet. The trains will be able to operate in electric, battery or diesel mode.
These are the first two paragraphs.
Benefits of tri-mode trains range from a reduction in emissions, particulates, noise and vibration pollution, lower maintenance and operating costs and upgradeable technology, with an expected increase in range and performance as technology develops further. Battery power reduces the need to use diesel traction in areas where overhead powerlines are not available.
Complementing the modern Azuma fleet of 65 trains, the new ten-coach trains will help LNER achieve its vision of becoming the most loved, progressive and trusted train operator in the UK, delivering an exceptional service for the customers and communities served along its 956-mile network.
I have a few thoughts.
Will The Trains Have Rolls-Royce mtu Diesel Engines?
Consider.
- CAF’s Class 195, 196 and 197 Civity trains for the UK all have Rolls-Royce mtu diesel engines.
- Porterbrook are headquartered in Derby.
- Rolls-Royce are headquartered in Derby.
- In Rolls-Royce And Porterbrook Agreement Will Drive Rail Decarbonisation, I talked about how the two companies were planning to decarbonise trains using techniques like mtu Hybrid PowerPacks and hydrogen fuel cells.
I would think it very likely that the new trains will have Rolls-Royce mtu engines.
Will The Trains Have Rolls-Royce mtu Hybrid PowerPacks?
It was in 2018, that I first wrote about mtu Hybrid PowerPacks in Rolls-Royce And Porterbrook Launch First Hybrid Rail Project In The UK With MTU Hybrid PowerPacks.
- Examples of these power packs are now running in Germany, Ireland and the UK.
- The mtu Hybrid PowerPack how has its own web site.
- There is also this YouTube video.
- If CAF use off-the-shelf mtu Hybrid PowerPacks in their Civity trains, there is one big massive plus – They don’t have to develop the complicated control software to get a combination of diesel engines and batteries to perform as immaculately as Busby Berkeley’s dancers or a Brigade of Guards.
- The mtu Hybrid PowerPacks also have a big plus for operators – The batteries don’t need separate charging infrastructure.
- In Rolls-Royce Releases mtu Rail Engines For Sustainable Fuels, I talk about how mtu engines can run on sustainable fuels, such as biodiesel or HVO.
I think it is extremely likely that CAF’s new trains for LNER will be powered by mtu Hybrid PowerPacks.
Class 800 And Class 397 Trains Compared
The Class 800 train is LNER’s workhorse to Scotland from London.
The Class 397 train used by TransPennine Express, is a 125 mph Civity train.
Differences include.
- The Class 800 train can run at 140 mph, where the signalling allows, but is the Class 397 train only capable of 125 mph?
- The Class 397 train accelerate at 0.92 m/s², whereas the Class 800 train can only manage 0.7 m/s².
- The Hitachi train has 14 % more seats, 36 First and 290 Standard as opposed to 22 First and 264 Standard in five-car trains.
I will add to this list.
Will The New Trains Be Capable Of 140 mph Running?
As the East Coast Main Line is being fully digitally signalled to allow 140 mph running of the numerous Hitachi expresses on the route, I wouldn’t be surprised to see, that the new CAF trains will be capable of 140 mph.
In this article on Modern Railways, which is entitled LNER Orders CAF Tri-mode Sets, this is said.
The new fleet will be equipped with CAF Signalling’s European Rail Traffic Management System digital signalling. This will align with the East Coast Digital Programme, which aims to introduce European Train Control System (ETCS) on the southern stretch of the East Coast main line from King’s Cross to Stoke Tunnel by 2029.
Later in the article this is said.
LNER has retained 12 ‘91s’ hauling eight rakes of Mk 4s, and the rollout of ETCS is another reason the operator has sought to order the replacement fleet. LNER’s passenger numbers have rebounded more quickly than other operators post-Covid, which has helped make the case for confirming the order.
This does seem sensible.
What Will Be The Range Of The CAF Trains Without Electrification?
The longest LNER route without electrification is the Northern section of the Inverness service between Inverness and Dunblane, which is 146.1 miles. There are also eight stops and some hills.
In Edinburgh to Inverness in the Cab of an HST, there’s a video of the route.
I’m sure that even, if they don’t normally run the new trains to Inverness, being able to do so, could be useful at some point.
It should be noted that the Guinness World Record for battery-electric trains is 139 miles, which is held by a Stadler Akku.
I am left with the conclusion that London and Inverness needs a tri-mode train or lots of electrification. Did this rule out Hitachi?
The Number Of Trains Ordered
The Modern Railways article says this about the number of trains.
The contract includes an eight-year maintenance services agreement with an option to extend; CAF says the order value, including maintenance, exceeds €500 million. When the tender was published the intention was to include an option for five additional sets; LNER confirmed to Modern Railways there is an option to purchase additional sets on top of the base order of 10.
Can we assume this means that other trains will be ordered, if the trains are a success?
Can These New CAF Trains Be Made Net Zero?
This is a paragraph, in the LNER press release.
This new fleet of trains will keep LNER on track to reduce its emissions by 67 per cent by 2035 and be net zero by 2045. LNER has already reduced carbon emissions by 50 per cent compared with 2018/19. Per mile, LNER trains produce 15 times less carbon emissions than a domestic flight.
As the new CAF trains will probably have a service life of at least forty years, there must be some way, that these new trains can be made net zero.
Consider.
- I am absolutely certain, that the new CAF trains will have Rolls-Royce mtu diesel engines.
- LNER’s existing Class 800 and 801 trains have Rolls-Royce mtu diesel engines.
Rolls-Royce mtu according to some of Rolls-Royce’s press releases appear to be developing net zero solutions based on hydrogen or net zero fuels.
This press release from Rolls-Royce is entitled Rolls-Royce Successfully Tests mtu Engines With Pure Hydrogen, suggests that Rolls-Royce mtu are working on a solution.
Routes They Will Serve
The Modern Railways article says this about the routes to be served.
Modern Railways understands the new fleet will be maintained at Neville Hill depot in Leeds and, like the ‘225’ sets, will be used predominantly on services between London and Yorkshire, although unlike the ‘225s’ the tri-modes, with their self-power capability, will be able to serve destinations away from the electrified network such as Harrogate and Hull.
Note.
- This surprised me, as I’d always expected the Yorkshire routes will be served by Hitachi battery-electric trains.
- But it does look that both Harrogate and Hull stations, have long enough platforms to hold a ten-car train.
- With their tri-mode technology, it also looks like the CAF trains won’t be needed to be charged before returning to London.
The last point would enable them to try out new routes.
These are distances from the electrification of the East Coast Main Line of the destinations that LNER served, where there is not full electrification.
- Aberdeen via Ladybank – 91.4 miles
- Carlisle via Skipton – 86.8 miles
- Cleethorpes via Newark and Lincoln – 63.9 miles
- Harrogate via Leeds – 18.3 miles
- Huddersfield via Leeds – 17.2 miles
- Hull via Temple Hirst junction – 36.1 miles
- Inverness via Dunblane – 146.1 miles
- Lincoln via Newark – 16.7 miles
- Middlesbrough via Northallerton – 22.2 miles
- Scarborough via York – 42.1 miles
- Sunderland via Northallerton – 47.4 miles
Note.
- The first place after the ‘via’ is where the electrification ends.
- Carlisle could be a possibility during High Speed Two upgrading of the West Coast Main Line or for an enthusiasts’ special or tourist train.
- Cleethorpes is a possible new service for LNER. I wrote about this in LNER To Serve Cleethorpes.
- Scarborough must be a possible new service for LNER.
- All stations can take ten-car trains, with the possible exception of Middlesbrough, which is currently being upgraded.
- Huddersfield and Leeds is being electrified under the TransPennine Upgrade.
This would appear to show that LNER need enough bi-mode or tri-mode trains to run services to Aberdeen, Cleethorpes, Harrogate, Hull, Inverness, Lincoln, Middlesbrough and Sunderland.
But.
- It would appear that the initial batch of trains, will not be serving the North of Scotland.
- Aberdeen and Inverness could be served, when there is enough electrification at the Southern end.
I am also fairly sure, that no significant infrastructure is required.
Do Hitachi Have A Problem?
I am starting to wonder, if Hitachi are having trouble with the designing and building of their battery packs.
- It’s not like Hitachi to allow someone to run off with a €500 million contract from under their nose.
- Are they short of capacity to build the trains at Newton Aycliffe?
But then they’re probably up to their elbows in work on the High Speed Two Classic-Compatible trains.
Are There Any Other Routes, Where The New CAF Trains Could Be Employed?
The trains would certainly be suitable for these routes.
- Chiltern – InterCity services.
- CrossCountry Trains – Fleet replacement
- Grand Central Trains – Fleet replacement
- Grand Union Trains – For Carmarthen and Stirling open access services.
- Great Western Railway – Replacing Castles in the South West.
- ScotRail – Replacing Inter7City trains.
- South Western Railway – Basingstoke and Exeter St. Davids and other routes.
Note.
- CAF could sell a lot of trains.
- I estimate that fleet replacement for Grand Central Trans would cost around €350 million
- The specification would vary according to the route.
Could CAF have got the LNER order, because they have the capacity in the Newport factory?
Conclusion
It looks like CAF have done a good job in designing the trains.
I’m also fairly sure that CAF are using Rolls-Royce mtu PowerPacks.
Ricardo Develops Advanced Ranger HEX 6×6 Conversion With Hybrid Electric Drivetrain
The title of this post, is the same as that of this press release from Ricardo.
This is the sub-heading.
The new vehicle has been conceived to help improve the sustainability of future defence mobility while retaining the highest performance demanded by the toughest environments
This picture is from the press release.
My first thought is that it looks the ultimate technical.
These two paragraphs introduce the vehicle.
Ricardo, a global strategic, environmental, and engineering consulting company, has developed the Ranger HEX, a 6×6 vehicle conversion designed to offer a significant improvement in payload of up to 3,800kg over the harshest of terrains. It comes with a hybrid drivetrain to maintain performance and improve fuel consumption.
This new conversion benefits from Ricardo’s expertise and experience in creating high quality, cost effective special vehicles for defence, security and utility applications. The vehicle will benefit from enhanced levels of capability, robustness and availability.
These three paragraphs describe the design.
The HEX solution differs from conventional conversions as it has been conceived as an overlay bolt-on system that does not require any alteration of the Ford Ranger base vehicle, which is Europe’s number one commercial pick-up platform. This ensures that the base vehicle retains all the robustness and quality of the standard vehicle and allows the system to be removed and re-installed on a different vehicle.
An electric rear drive system has been adopted that uses a production Ford drive unit to provide up to an additional 210kW of power, over and above the class leading 186kW of power from the existing 3.0L V6 diesel engine. The De Dion rear suspension design is not only weight efficient and robust but also provides better wheel control for improved traction and ride. In addition, the De Dion arrangement decouples the suspension and drive systems to allow a range of drive units to be used or deleted for a cost-effective 6×4 variant with maximum payload using an undriven ‘lazy’ axle.
The electric drive is designed as a self-contained through-the-road hybrid system. Braking energy is harvested under deceleration to charge the battery pack. This energy is then used to provide electric torque under acceleration to mitigate the usual drop in performance whist carrying a high payload. A selection of battery capacities are available, depending on customer requirements. All high voltage components are contained within a single integrated enclosure for safety and ease of maintenance and repair.
Note.
- The conversion would appear to bolt on to the standard Ford Ranger base vehicle.
- The vehicle has regenerative braking.
- It has a payload of 3.8 tonnes.
- It appears to have a very sophisticated rear suspension.
- Judging by the colour and the mention of the word defence in the article, I suspect this vehicle has been initially designed for a military application.
- Over 300,000 Rangers were sold worldwide in 2021.
- In the UK, it looks like a Ford Ranger will cost around £30,000 excluding VAT.
In addition I’ve read in this article on Autoweek that, the conversion itself has been designed as an overlay bolt-on modification that requires no alterations to the base vehicle, even preserving its existing warranty.
I have my thoughts.
Applications
The press release talks about high quality, cost effective special vehicles for defence, security and utility applications.
Use your imagination!
Perhaps.
- It is going to be used as the ultimate technical by the Ukrainians.
- A missile manufacturer has a system, that weighs around 3.5 tonnes and needs a launch vehicle.
- The RNLI needs an affordable vehicle to launch lifeboats from the beach.
- It is going to be used as rough terrain ambulance.
- It would make an excellent towing vehicle.
With all the problems in Morocco and Libya at the moment, it has been launched at the right time.
Zero-Carbon Operation
I believe that a zero-carbon version is essential. Especially, as the sub-heading mentions sustainable defence mobility.
The easiest way to achieve this would be to run on HVO or some form of biodiesel.
I suspect between them Ford and Ricardo have enough knowledge to create a hydrogen powered version.
Are There Autonomous Ford Rangers?
Google says, “Yes!”
This article on foresttech is entitled Ford Ranger Goes Fully-Autonomous, where this is said.
An Australian mining group has advanced the future of mobility (in mining at least) with the deployment of a fleet of fully-autonomous Ford Rangers at one of its mines.
Fortescue Metals Group has retrofitted four Rangers at its Christmas Creek mine in Western Australia with autonomous systems created by the company’s Technology and Automation team, to remove the need for fitters to make around 12,000 28-kilometre round trips each year to collect equipment and parts.
Of course, it’s not quite as ground-breaking as it sounds: mining operations don’t need to deal with road rules, pedestrians or many other vehicles, which hugely complicate the matter. Nevertheless, it’s still impressive.
Three applications suggest themselves.
- Delivering supplies in a disaster zone, after an earthquake, flooding,, landslide or volcanic eruption.
- Delivering supplies, including ammunition on a battlefield.
- Moving supplies along a long linear construction site, like a new railway or road.
Note.
In all three applications, six-wheel drive will be important, if ground conditions are bad.
- Could Fortescue Metals Group be behind this project?
- Disasters seem to be getting more common.
- Autonomous battlefield delivery must be safer for personnel.
I suspect there will be agricultural applications of an autonomous vehicle.
Fresh Air Fuels Global
Because of its history, South Africa has developed technology to create biofuels, as alternatives to diesel.
If you read the Wikipedia entry for South African chemical company; SASOL, you’ll see the things that South African chemists did, to get round the sanctions imposed because of apartheid.
SASOL has advanced the Fischer–Tropsch process and uses it to produce diesel and other fossil fuels.
Note that Velocys have also developed this process to make sustainable aviation fuel in the UK.
Fresh Air Fuels Global have a page on the G-volution web site.
The page is dominated by an infographic, which shows organic waste (animals and plants) going into an anaerobic digester, which produces.
- Biogas, which is used to create heat, electricity, CO2, biomethane, fuel and gas for the grid.
- Digestate, which is used for fertiliser and livestock bedding.
It almost sounds too good to be true.
This is the mission statement below the graphic.
Our mission: To be the most reliable producer of energy secure low carbon fuels.
There is then these paragraphs, which explain the relationship between G-volution and Fresh Air Fuels Global.
Global energy security concerns and climate targets necessitate countries and businesses to transition away from high-cost fossil fuels towards low-carbon alternatives.
Over more than a decade, Cape Advance Engineering South Africa (CAE) have been developing an incredibly cost-effective Anaerobic Digestion (AD) technology, which has proven to generate renewable energy from organic waste in the form of gas, heat and electricity that is cost competitive with fossil fuels.
G-Volution has partnered with CAE to form Fresh Air Fuels Global (FAFG), with aim of introducing the CAE technology to international markets that the G-Volution already have a foothold, constructing AD plants and creating carbon neutral biofuel from waste that can be used in dual fuel engines.
In Grand Central DMU To Be Used For Dual-Fuel Trial, I describe how G-volution’s dual fuel technology has been applied to one of Grand Central’s Class 180 train.
This picture I took after travelling in a Grand Central Class 180 train, shows that G-volution don’t hide their light under a bushel.
Note.
- This train appears to run on diesel and liquified natural gas.
- This G-volution video gives more details.
This clip from the video, shows the possible fuels.
Note.
- Can the dual fuel engine use biodiesel or HVO instead of diesel?
- It looks like the Fresh Air Fuels Global process can produce biomethane, which could be liquified as LNG.
- Hydrogen is the only true zero-carbon secondary fuel.
- There is a Wikipedia entry for ethanol fuel.
- Hydrous ethanol is about 95% ethanol and 5% water and is used as a fuel in Brazil in petrol cars.
- There is a Wikipedia entry for the use of methanol as fuel.
Have G-volution got access to the technology to both reduce the fuel consumption of diesel engines and run them on zero-carbon fuel?
UK Trains That Have Cummins QSK-19 R Diesel Engines
Grand Central’s Class 180 trains have a Cummins QSK-19 R diesel engine.
All these trains have the same engine.
- 14 – Class 180 trains
- 51 – Class 185 trains
- 34 – Class 220 trains
- 44 – Class 221 trains
- 27 – Class 222 trains
In addition, Class 175 trains have a different engine made by Cummins.
Conclusion
If G-volution’s technology can be made to work successfully, it could play a large part in the decarbonisation of UK passenger trains.
TransPennine Express To Stop Using Loco-Hauled Push-Pull Trains In December
The title of this post, is the same as that of this article on Railway Gazette.
This is the sub-heading.
TransPennine Express has confirmed that it will cease using its push-pull sets of Class 68 locomotives and MkVa coaches, previously designated Nova 3 sets, from the December 2023 timetable change.
These are my thoughts.
The Nova 3 Trains
Currently, the Nova 3 trains are made up from the following.
- 14 – Class 68 locomotives
- 52 – Mark 5a coaches
- 14 – Driving Van Trailers
Note.
- There have been complaints about the noise of the Class 68 locomotives at Scarborough and also at Marylebone with Chiltern Railways.
- The Class 68 locomotives could be switched to freight duties.
- The coaches are capable of 125 mph.
- A maximum of thirteen sets can be created.
- I suspect CAF wouldn’t object to being asked to build some more Mark 5a coaches and driving van trailers.
- The current fleet has a spare locomotive and a spare driving van trailer to allow for servicing.
All locomotives and coaches are a maximum of seven years old, so will have plenty of life left.
The Class 93 Locomotive
Rail Operations Group have ordered ten Class 93 locomotives, with twenty options, which have an impressive specification.
- Built by Stadler in Valencia.
- Same family as a Class 68 and 88 locomotive.
- Electric, diesel and battery power
- 110 mph operating speed
- Ability to pull passenger and freight trains.
- Delivery scheduled for 2023.
I believe that if the Class 68 diesel locomotive of a Nova 3 train, were to be replaced with a Class 93 locomotive, a very useful train would be created.
- It would be ten mph faster, than a Nova 3 train.
- It could use the diesel engine and the batteries to bridge gaps in electrification.
- By adding extra carriages it could be tailored to the needs of a route.
- In Vegetable Oil Fuelling Chiltern Railways Trains In UK First, I discuss how it might be possible to run all these locomotives on HVO to cut emissions.
- It could be quieter.
Could it be a simple way to reduce carbon emissions on a route?
The Successor To The Class 93 Locomotive
Stadler keep innovating in their designs for locomotives and are already building hydrogen-powered multiple units.
I can see Stadler coming up with a hydrogen-powered locomotive, with the following specification.
- In the same family as Class 68, 88 and 93 locomotives.
- Ability to do everything that Class 68, 88 and 93 locomotives can do.
- Ability to use 25 KVAC overhead electrification, where it exists.
- Ability to be able to be fitted with third-rail equipment, so it can use 750 VDC third-rail electrification, where it exists.
- At least a 110 mph operating speed.
- Range of at least 200 miles on hydrogen.
Stadler would sell a lot of these locomotives to decarbonise railways all over the world.
Possible Routes
These are possible routes for a rake of Mark 5a coaches hauled by a Class 93 locomotive or its zero-carbon successor.
Hull Trains
Consider.
- Hull Trains is an open access operator.
- Hull Trains currently have a fleet of five Class 802 trains, each of which have five-cars.
- A Class 93 locomotive has a power of 900 kW on diesel, whereas the Class 802 train has 2100 kW.
- The Class 802 train has nearly ten percent more capacity.
- In Ten-Car Hull Trains, I saw two Class 802 trains working as a pair. Does this indicate they have a capacity problem?
- Between Hull and the East Coast Main Line is only 36.1 miles and isn’t very challenging and I suspect could probably be easily handled by a Class 93-hauled rake of Mark 5a coaches.
- Adding extra coaches would not be difficult and would probably be less costly than with the more complex Class 802 trains.
- Hull Trains need to have a plan to decarbonise.
- HVO could be used to cut down emissions.
A Class 93-hauled rake of Mark 5a coaches could be an intermediate step to full decarbonisation with a hydrogen locomotive.
Would other operators of Class 802 trains like to increase their fleets, by adding Hull Trains’s five Class 802 trains?
TransPennine Express
Consider.
- TransPennine Express currently have four different fleets of trains, so it must cause problems with the allocation of drivers.
- The Class 397 trains are confined to the West Coast Main Line.
- So that leaves the bi-mode Class 802 trains and the diesel Class 185 trains to work the TransPennine routes.
The Wikipedia entry for the Class 802 train, gives more details of the plans for the Class 802 trains.
During October 2021, it was announced that TransPennine Express, Hitachi, and Angel Trains had agreed to convert one of the former’s Nova 1 trainsets into a battery hybrid train on a trial basis with the aim of supporting the technology’s further development. If successful, Hitachi and Angel Trains have proposed the retrofitting of the entire fleet. In January 2022, reports emerged that the Nova 1 fleet was operating under diesel power even when operating on entirely electrified sections of the East Coast Main Line on account of the insufficient power supplies present along the line; national railway infrastructure owner Network Rail is reportedly set to complete upgrades to the power supplies within two years.
The fleet is also set to benefit from the rollout of electrification under the Transpennine route upgrade scheme. The company’s management has noted that, in the event of largescale electrification being funded and implemented, the Class 802s could have some of their engines removed to reduce roughly 15% of their weight and thus raise their efficiency. Furthermore, Leo Goodwin, TPE’s managing director, has observed that while the Class 802s have an initial maximum speed of 125 mph (201 km/h), they have the capability of being modified for operating at 140 mph (230 km/h) if infrastructure upgrades were to permit such speeds at a future date.
Could an augmented fleet of battery-electric Class 802 trains handle the bulk of the TransPennine routes, with the shorter and unelectrified ones still being handled by the Class 185 trains?
These shorter routes are.
- Leeds and Huddersfield
- Manchester Piccadilly and Huddersfield
- York and Scarborough
Plans only exist to electrify Leeds and Huddersfield.
I suspect a few more battery-electric Class 802 trains would be needed.
Great Western Railway
Could a Class 93-hauled rake of Mark 5a coaches be used as a replacement for the GWR Castles or short-formation InterCity125s?
- They both have four passenger coaches.
- They are both 125 mph trains.
- A Class 68 locomotive could be used on routes without electrification.
- HVO could be used to cut down emissions.
- The Mark 5a coaches would probably be quieter, as they only have one diesel engine.
A Class 93-hauled rake of Mark 5a coaches could be an intermediate step to full decarbonisation with a hydrogen locomotive.
Alternatively, five-car Class 802 trains could be used as replacements for GWR Castles.
Great Western Railway also have the problem of decarbonising services between Bristol/Gloucester and Weymouth/Southampton/Portsmouth.
Great Western Railway look like they’re needing some innovative thinking.
I also suspect a few more battery-electric Class 802 trains would be needed for other routes.
Transport For Wales Rail
Transport for Wales Rail run a Premier Service between Holyhead and Cardiff using Class 67 locomotives and Mark 4 coaches.
According to the Wikipedia entry for Transport for Wales Rail, they have seven sets of 4/5 coaches to run this service.
If Transport for Wales Rail wanted to decarbonise this route, they would need to replace the locomotives for a zero-carbon unit.
Perhaps, their best solution, would be to wait until a suitable hydrogen-powered locomotive is available and buy seven rakes of new coaches with driving van trailers.
Grand Union
Grand Union has a detailed Wikipedia entry, where this is the first paragraph.
Grand Union is a prospective open access operator who are proposing to operate train services in the United Kingdom from England to Wales and Scotland. Grand Union is headed by Ian Yeowart, who founded previous open access operators Alliance Rail Holdings and Grand Central before selling both to Arriva.
That seems a sound foundation.
- They have permission to run trains between Paddington and Carmarthen starting in December 2024.
- They have also applied to run trains between Euston and Stirling.
- They are now backed by Spanish companies; Serena Industrial Partners and Renfe.
- They are proposing to use nine Mark 4 coaches hauled by Class 93 locomotives.
Consider.
- CAF has a factory in Wales.
- CAF has sold trains to Transport for Wales.
- The Mark 5a coaches will definitely be available by December 2024.
- Mark 5a coaches could easily be arranged as a rake of eight coaches and a driving van trailer.
- Grand Union is backed by Spanish companies.
I wouldn’t be surprised if Grand Union were to use sets of CAF-built Mark 5a coaches for their Carmarthen service. And later for their Stirling service.
A Class 93-hauled rake of Mark 5a coaches could be an intermediate step to full decarbonisation with a hydrogen locomotive.
Grand Central
Consider.
- Grand Central is another open access operator.
- Grand Central has a mixed fleet of twelve five-car diesel trains.
- These trains run under electrification on the East Coast Main Line.
- According to the Wikipedia entry for Grand Central trains, they have plans for expansion across the North and to and from London.
- Grand Central need to have a plan to decarbonise.
- HVO could be used to cut down emissions.
A Class 93-hauled rake of Mark 5a coaches could be an intermediate step to full decarbonisation with a hydrogen locomotive.
South Western Railway
South Western Railway have an excellent fleet of new or nearly new trains, with the exception of the diesel Class 158 and Class 159 trains, that work services between Waterloo and Exeter trains via Basingstoke and Salisbury.
- Waterloo and Exeter is 172 miles.
- Only the 47.7 miles between Waterloo and Basingstoke is electrified with 750 VDC third-rail electrification.
- Train lengths vary between five and eight cars.
- The current trains date from around 1990 and must need replacing soon.
I wouldn’t be surprised that if after a rebranding with new trains, this could be a popular route.
A version of Hitachi’s ubiquitous bi-mode Class 802 could be used.
But.
- They would need to be ordered and built.
- The third-rail gear, would need to be developed and tested.
- Passengers would be travelling for over two and a half hours with underfloor diesel engines.
An alternative could be a Class 68-hauled rake of Mark 5a coaches.
- These trains would be available after release from TransPennine Express.
- They would run in TransPennine Express formation.
- Length could be adjusted by adding or removing coaches, if required.
- The noise is all in the locomotive, which is isolated from the passengers.
At some point in the future, the route could be decarbonised by swapping the locomotive for a hydrogen-electric locomotive with the ability to handle third-rail electrification.
ScotRail
ScotRail have a similar problem to Great Western Railway with their short-formation InterCity125s.
- They have 52 Class 43 locomotives and 120 Mark 3 coaches, which is probably enough for 24 trains.
- Scotland has substantial amounts of electrification.
- I feel that a Class 68-hauled rake of Mark 5a coaches would be a more than adequate replacement.
- Class 93 locomotives could be used where routes are partially electrified.
- Scotland is not going to be short of green hydrogen.
When a suitable hydrogen-electric locomotive is available, these trains can be decarbonised.
CrossCountry
CrossCountry have a fleet consisting of the following trains.
- 5 – 2+7 InterCity125 trains
- 7 – two-car Class 170 trains
- 22 – three-car Class 170 trains
- 34 – four-car Class 220 trains
- 4 – four-car Class 221 trains
- 20 – five-car Class 221 trains
Note.
- The fleet is all diesel.
- I’ll ignore the Class 170 trains in this analysis.
- The Class 220 and 221 trains often work in pairs to provide the required capacity.
So how could these trains be decarbonised?
- The InterCity125s and the Class 220 and 221 trains could be replaced by a locomotive-hauled rake of Mark 5a coaches of an appropriate length.
- Motive power could be provided by an appropriate Class 68 or 93 locomotive.
When a suitable hydrogen-electric locomotive is available, these trains can be fully decarbonised.
Decarbonisation Of UK Main Line Services
It is generally assumed that the railways of the UK will need to fully decarbonise if the UK and the constituent nations are going to meet their decarbonisation targets.
I believe that my analysis shows that decarbonisation of main line passenger services can be achieved by the purchase of two types of trains.
- Five-car bi-mode Class 802 trains or similar.
- Locomotive-hauled rakes of Mark 5a coaches of an appropriate length.
Note.
- The Class 802 trains would be mainly to augment existing Hitachi fleets.
- Some Class 802 trains would be fitted with batteries instead of diesel generators to handle gaps in the electrification.
- The rakes of coaches would be powered by an appropriate locomotive.
- The lengths of the rakes of coaches would be adjusted to meet the demand of each service.
Initially, the following locomotives would be used.
- Class 68 locomotives would be used on unelectrified lines.
- Class 93 locomotives would be used on full or partially electrified lines.
When the hydrogen-electric locomotives become available, these would take over the routes, which couldn’t be decarbonised by full electrification or by using a Class 93 locomotive.
Vegetable Oil Fuelling Chiltern Railways Trains In UK First
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
Passenger trains are being fuelled by vegetable oil for the first time in the UK, a train operator has said.
These are the first two paragraphs.
Chiltern Railways began using hydrotreated vegetable oil (HVO) to power some of its fleet on Thursday.
HVO is made mostly of used cooking oils and can reduce greenhouse gas emissions by up to 90%, compared to diesel.
Note.
- There are thirty-four Class 68 locomotives in the UK and they are powered by Caterpillar diesel engines.
- There are also ten Class 88 locomotives in the UK and thirty Class 93 locomotives on order for the UK.
As the Class 88 and Class 93 locomotives , are in the same family as the Class 68 locomotive and all have Caterpillar diesel engines, I feel it is reasonable to assume that all these locomotives can run on HVO.
SSE Thermal Secures 10-year Contracts For Two New Low-Carbon Power Stations In Ireland
The title of this post, is the same as that of this press release from SSE.
These first two paragraphs outline the two projects.
SSE Thermal, as part of SSE plc, has provisionally secured 10-year capacity agreements for its two proposed new-build power stations in Ireland which would run on sustainable biofuel.
The proposed low-carbon units at Tarbert in Co. Kerry and Platin in Co. Meath received the contracts in the T-4 Capacity Auction to commence in the 2026/27 delivery year.
Note.
- Both plants would help to protect security of supply and provide flexible backup to Ireland’s growing renewables sector.
- This Wikipedia entry is entitled Renewable Entry In Ireland and states that by the end of 2021, Ireland had 4.4 GW of onshore wind, with the intention of adding 5 GW of offshore wind, by 2030.
- The proposed units will initially run on Hydrotreated Vegetable Oil (or HVO), which is produced by processing waste oils to create a fossil-free alternative to diesel in accordance with EU sustainability standards.
- It looks like the two new-build HVO-powered station will back up the renewables.
- It is intended that the two new power stations will be in operation in 2026.
The two new power stations will be convertible to hydrogen in the future.
As at Keadby in Lincolnshire, which I wrote about in SSE Thermal Charts Path To Green Hydrogen Future With First-Of-A-Kind Project. it looks like SSE have developed a comprehensive plan to keep the electricity at full power, even when the wind isn’t blowing.
Conclusion
SSE Thermal are showing that in addition to gas, nuclear and pumped storage hydroelectric, renewables can also be backed up by biomass.
SSE Thermal Is Charting A Path For Low-Carbon Flexible Generation In Ireland
The title of this post, is the same as that of this news item from SSE.
This is the sub-heading.
SSE Thermal, as part of SSE plc, is exploring options to develop two new low-carbon power stations in Ireland which would help to protect security of supply and provide flexible backup to renewable generation.
This three paragraphs outline the project.
Sites in Tarbert in County Kerry and at Platin in County Meath, could provide the location for these new power stations, which would initially run on sustainable biofuel with the potential to convert to hydrogen in the future.
Biofuel provides a lower carbon option for use in power stations, using waste feedstocks to produce valuable flexible electricity making it an important transitionary solution as plans for a greater use of hydrogen and carbon capture are developed. The proposed units will run on Hydrotreated Vegetable Oil (or HVO), which is produced by processing waste oils to create a fossil-free alternative to diesel in accordance with EU sustainability standards.
Development at the two sites could provide up to 450MW of new generation capacity to the grid, with up to 300MW at Tarbert and 150MW at Platin. While in early development and still subject to a final investment decision, these new power stations could be operational as early as 2027, bringing with them the potential to underpin demand for low-carbon hydrogen in Ireland.
One problem is that SSE’s existing Tarbert Power Station is required to close by the end of 2023 in line with its environmental licence. So it looks like they’ll have to get going quickly.
Lessons From Keadby 2
Keadby 2 is one of SSE Thermal’s newest power stations and it is described in this page on the SSE Thermal web site, which is entitled Keadby 2 Power Station.
These are first three paragraphs from the page.
Keadby 2 is a new 893MW gas-fired power station in North Lincolnshire currently being constructed by our EPC contractor Siemens Energy. The project is adjacent to our operational Keadby 1 Power Station.
SSE Thermal has partnered with Siemens Energy to introduce first-of-a-kind, high-efficiency gas-fired generation technology to the UK. When completed, Keadby 2 is expected to become the cleanest and most-efficient gas-fired power station in Europe.
The station will also be capable of being upgraded to further decarbonise its generation through carbon capture or hydrogen technology, as routes to market develop.
Note.
- Siemens Energy seem to be able to deliver large gas-fired power stations to satisfy SSE Thermal.
- Looking at the data sheets for Siemens Energy’s heavy-duty gas-turbines, they can run on a wide range of fuel including biodiesel.
- This document from Siemens Energy describes work to run their gas-turbines on HVO.
- If Keadby 2 can be upgraded to run on hydrogen, I can see no reason why Tarbert and Platin won’t be able to be similarly upgraded in the future.
SSE Thermal seem to be following a similar philosophy to generate lower-carbon electricity at Keadby and in Ireland.
Could We See A Large HVO-Fuelled Power Station In The UK?
I wonder, if we’ll see a large HVO-fuelled power station in the UK?
It appears SSE and Siemens will have the technology and expertise.
I suspect it depends on there being large amounts of HVO available.
HS2 Smashes Carbon Target
The title of this post, is the same as that of this article on Rail Engineer.
This is a must-read article which explains how the various companies building High Speed Two are progressing in making all of the work sites diesel-free.
GeoPura is mentioned in the article and on this page on GeoPura’s case studies, which is entitled HS2 Reveals Successful Results Of Hydrogen Generator Trial, full details of the trial are given.
An HS2 construction site in London has held successful trials for two zero-emissions hydrogen fuel cell-based electricity generators – cutting carbon and improving air quality for workers and the local community.
The two GeoPura 250kVA hydrogen power units (HPUs) were trialled over the last year at HS2’s Victoria Road Crossover Box in Ealing, as a direct replacement for diesel generators to power machinery on the site.
There is also this video from High Speed Two.
Note.
- The use of electric cranes, diggers, dump trucks.
- The red trailer with lots of small cylinders, which is used to supply hydrogen.
- HS2 are also using HVO and flywheels to store energy.
- The video is narrated by HS2’s Air Quality Manager. If every project had one of these, it must surely speed decarbonisation.
We need more electric construction.
The Anonymous Widower 