Stadler Presents Mock-Up Of Tram-Trains For German And Austrian Operators
The title of this post, is the same as that of this article on Railway Gazette.
This is the first paragraph.
A mock-up of the Citylink tram-trains that Stadler is to supply to operators in Karlsruhe, Saarbrücken, Neckar-Alb, Oberösterreich and Salzburg was unveiled at the Betriebshof West depot in Karlsruhe on December 13.
This is the most interesting paragraph.
‘Maximum standardisation and the fact that the order was shared between different operating companies reduces the costs by to up to €1m per vehicle’, said Karlsruhe Mayor Frank Mentrup at the unveiling ceremony.
It shows the value of standardisation and large orders.
Karlsruhe Kombilösung Tram Tunnels Inaugurated
The title of this post, is the same as that as this article on Railway Gazette.
I first came to Karlsruhe to see the tram-trains in 2015 and wrote about them in Exploring Karlsruhe And Its Trams And Tram/Trains.
I couldn’t help notice, that the good citizens of Karlsruhe were digging a tunnel for tram-trains, all the way along their equivalent of Oxford Street.
I said this.
It will certainly be worth returning to Karlsruhe, when the tunnel is complete and the network is expanded.
So now almost seven years after that first visit, the €1·5bn project has been completed and I had better think about returning.
Freight Tram-Train To Be Tested In Karlsruhe
The title of this post is the same as that of this article on Railway Gazette.
This is the introductory paragraph.
Trials with a prototype freight tram or tram-train are to start in Karlsruhe and the surrounding area in 2022. The concept is being drawn up with a view to improving urban life by reducing road traffic and the emissions it generates.
There are other cargo trams in Germany, like the CarGoTram in Dresden and I think it is a concept, we’ll see in other places.
In High Speed Urban Freight Logistics By Rail, I wrote about Rail Operations Group’s plans to run freight services between London Gateway and Liverpool Street station.
It may be different technology, but it has similar objectives.
Could A Class 399 Tram-Train With Batteries Go Between Manchester Victoria And Rochdale/Bury Bolton Street/Rawtenstall Stations?
In Rossendale Reopening Prospect, I looked at a proposal to run a new service between Manchester Victoria and Bury Bolton Street stations.
Could this route be run by a Class 399 tram-train with a battery capability?
These tram-trains would be very similar to the Stadler Citylink Metro Vehicles, that have been specified for the South Wales Metro.
- Wikipedia gives the weight of the vehicle as 66 tonnes.
- Manchester Victoria has an altitude of 44 metres
- Bury has an altitude of 100 metres.
- Rochdale has an altitude of 137 metres.
- Rawtenstall has an altitude of 174 metres.
- I will assume 200 passengers at 90 Kg. each, which gives a weight of 12 tonnes.
Using Omni’s Potential Energy Calculator gives the following.
- Manchester Victoria to Bury Bolton Street has an increase in potential energy of 12 kWh.
- Manchester Victoria to Rochdale has an increase in potential energy of 20 kWh.
- Manchester Victoria to Rawtenstall has an increase in potential energy of 28 kWh.
When you consider that a Class 230 train has 400 kWh of batteries in a two-car train, I don’t think that there will be any problem fitting batteries big enough to take a Class 399 tram-train from Manchester Victoria to Bury Bolton Street, Rochdale or Rawstenstall stations under battery power with a full load of passengers.
- The batteries would be charged in Manchester Victoria station.
- Returning to Manchester Victoria station would use a small amount of battery power, with some assistance from Newton’s friend; gravity.
- The batteries would get a certain amount of charge from the regenerative braking of the tram-trains.
This Google Map shows the Eastern approaches into Manchester Victoria station.
Note.
- The four through platforms numbered 3 to 6.
- The two bay platforms numbered 1 and 2.
- The four platform faces and three tracks of the Metrolink.
Having seen several tram-train systems all over Europe, I believe it would be possible to connect tram-trains running on batteries on the Calder Valley Line to the Manchester Metrolink at Manchester Victoria station.
- Going from Manchester to Bury Bolton Street, Rochdale or Rawtenstall, the tram-train would stop in the Manchester Victoria tram-stop, drop the pantograph and then continue on its way under battery power.
- Returning from the North, the tram-train would stop in the Manchester Victoria tram-stop, raise the pantograph and then continue on its way using power from the overhead wires.
- Batteries would be charged whilst running through Manchester.
There couldn’t be too many tram-train systems that would be easier to build than this?
It is interesting to note that Hebden Bridge station is just twenty-three miles from Manchester Victoria station and has an altitude of 190 metres.
So would it be possible for a Class 399 tram-train to reach Hebden Bridge station on battery power? I very much think it would be!
Class 399 Tram-Trains And Class 156 Trains
Class 156 trains are one of the better workhorses of the railways in the North and despite their age, they scrub up well.
If their performance is compared to that of a Class 399 tram-train, they are not that different.
- Noise and vibration of the electric tram-train is obviously much lower.
- The modern interior of the tram-train is geared to the needs of passengers.
- Passenger capacity of the two vehicles is also about the same.
- In Karlsruhe, tram-trains travel for up to 100 miles from the centre of the city.
Both Karlsruhe and Sheffield use three-car tram-trains, but Valencia uses much longer ones, so on heavily-used routes larger tram-trains could be used.
I doubt there would be many complaints, if a Class 156 service were to be replaced with one run by Class 399 tram-trains.
Electrification Of The Calder Valley Line
Electrifying the Calder Valley Line with 25 KVAC overhead wires as far as Rochdale station, would certainly make running to Hebden Bridge station possible.
- That electrification would also mean that electric trains could be turned-back at Rochdale station, just as diesel trains are now!
- I have flown my helicopter along the route and it looks like of the seven or eight bridges on the route, mostly appear to be modern structures for new roads or motorways.
- As 25 KVAC overhead electrification is currently being erected between Manchester Victoria and Stalybridge, a spur to Rochdale would be very much a simple addition.
It could be a very useful short length of electrification.
Tram-Trains In Manchester
This article on Rail Technology Magazine was puiblished yesterday and is entitled Plans For Tram-Trains In Manchester Unveiled As Grayling And Burnham Mull Expansion Of Metrolink.
Conclusion
Could we see tram-trains running from Bury Bolton Street, Hebden Bridge, Rawtenstall and Rochdale into Manchester Victoria and then taking to the existing tram network?
If you’ve ever been to Karlsruhe, as I have to see the Class 399 tram-trains German cousins, you wouldn’t rule out anything.
That would include tram-train services to Blackburn, Buxton, Chester, Glossop, Hebden Bridge, Sheffield, Southport and Wigan.
Comparing Stadler Citylink Metro Vehicles With Tyne And Wear Metro’s Class 994 Trains
As the Class 994 trains of the Tyne and Wear Metro, are being replaced, it will be interesting to compare them with the proposed Stadler Citylink Metro Vehicles for the South Wales Metro.
New Trains For The Tyne And Wear Metro
Under Proposed New Fleet in the Wikipedia entry for Tyne and Wear Metro Rolling Stock this is said.
In November 2017, the Chancellor Philip Hammond announced that the government would provide £337 million towards the new fleet. The proposed new fleet would consist of 84 trains to replace the existing 90 train fleet, as Nexus believe that the improved reliability of the newer trains would allow them to operate the same service levels with fewer trains. These are proposed to have longitudinal seating instead of the 2+2 bench seating arrangement of the present fleet, and a full width drivers cab instead of the small driving booth of the existing trains. The proposed new fleet is planned to have dual voltage capability, able to operate on the Metro’s existing 1.5 kV DC electrification system and also the 25 kV AC used on the national rail network, to allow greater flexibility. Battery technology is also being considered.
Note.
- A dual-voltage capability will be required.
- Battery capability would be ideal for short movements and regenerative braking.
- In my, view longitudinal seating needs a walk-though capability.
- Currently, trains are two-car units and generally work in pairs.
- Trains can work in formations of three and four units, but the ability is not used.
If trains generally work in pairs would it be more affordable to have four-car trains?
Comparing Stadler Citylink Metro Vehicles With The Current Tyne And Wear Class 994 Trains
In the following I will assume that the Stadler Citylink Metro Vehicles are similar to Class 399 tram-trains, as they are both members of the Stadler Citylink family.
Train Width And Height
The width and height of the two vehicles are as follow.
- Class 994 train – 2.65 x 3.45 metres
- Class 399 tram-train – 2.65 x 3.60 metres
There’s not much difference here.
Train Length And Sections
- Class 994 train – 55.6 metres and two sections.
- Class 399 tram-train – 37.2 metres and three sections.
- South Wales Metro’s Metro Vehicle – 40 metres (?) and three sections.
It should be noted that Citylink tram-trains in Valencia have four and five sections.
Having used the Class 378 trains, with their walk-through capability and longitudinal seating, on the London Overground for at least seven years, I believe there is no other way to design a high-capacity metro train.
So the Tyne and Wear Metro’s new trains could be 110 metres long and four walk-through sections.
- This train would be the same length as two current trains working as a pair, which they generally do!
- The design reduces the number of cabs.
- Passengers distribute themselves along the train better.
- Passengers can move to the convenient point to disembark at their destination.
- On train staff are more prominent.
If in the future, the trains need more capacity, extra cars can be added.
Train Capacity
- Class 994 train – 64 seats and 188 standing.
- Class 399 tram-train – 88 seats and 150 standing
- South Wales Metro’s Metro Vehicle – 129 seats and 128 standing
This works out as.
- Class 994 train – 9 passengers per metre.
- Class 399 tram-train – 6.4 passengers per metre.
- South Wales Metro’s Metro Vehicle – 6.4 passengers per metre.
Are we creating trains, that give passengers more space?
Doors
The Class 994 trains have two double-doors on each side of all cars.
But with Stadler Citylink vehicles, it appears the number is flexible.
- Sheffield’s three-car Class 399 tram-trains have four double-doors on each side of the train.
- Visualisations of the proposed Stadler Citylink Metro Vehicles, show a double-door in each of three cars.
- Karlsruhe’s version only appear to have a double-door on the two end cars on one side only.
It would appear that the customer gets what they want.
Maximum Speed
- Class 994 train – 80 kph
- Class 399 tram-train – 100 kph
- Karlsruhe’s Citylink tram-trains – 80 kph
There is no speed given for South Wales Metro’s Stadler Citylink Metro Vehicles, but they are replacing diesel trains with a 120 kph maximum speed.
As tram-trains share tracks with faster trains, I would expect that a maximum speed of at least 100 kph is needed.
Power Supply
- Class 994 train – 1500 VDC
- Class 399 tram-train – 750 VDC and 25 KVAC
- South Wales Metro’s Stadler Citylink Metro Vehicle – 25 KVAC and battery.
I also suspect thst the Class 399 tram-train and other members of the Citylink family, can run for a few metres on battery power in order to bridge the gap between different voltages.
It is worth noting that future vehicles for the Tyne and Wear Metro will need to access both 1500 VDC and 25 KVAC. A possible battery capability is also mentioned.
I suspect that Stadler could easily produce a Citylink to work on all these common European voltages.
- 750 VDC
- 3000 VDC
- 15 KVAC
- 25 KVAC
All except 3000 VDC are already in service in Gerrmany, Spain or the UK.
So the Tyne and Wear Metro’s unusual 1500 VDC shouldn’t be a problem.
Minimum Curve Radius
Wikipedia says this about the minimum curve radius for a Class 994 train.
The vehicles have a minimum curve radius of 50 m (55 yd), although there are no curves this tight except for the non-passenger chord between Manors and West Jesmond.
This page on Wikipedia, says that the Karlsruhe Citylink tram-trains can handle a minimum cure radius of twenty-two metres.
Conclusion
I am led to the conclusion, that a version of the Stadler Citylink Metro Vehicle similar to those of the South Waes Metro, could be developed for the Tyne and Wear Metro.
My specification would include.
- Length of two current Class 994 trains, which would be around 111 metres.
- Walk through design with longitudinal seating.
- Level access between platform and train at all stations.
- A well-designed cab with large windows at each end.
- Ability to use overhead electrification at any voltage between 750 and 1500 VDC.
- Ability to use overhead electrification at 25 KVAC.
- Pantographs would handle all voltages.
- A second pantograph might be provided for reasons of reliable operation.
- Ability to use onboard battery power.
- Regenerative braking would use the batteries on the vehicle.
Note.
- Many of these features are already in service in Germany, Spain or Sheffield.
- The train would be designed, so that no unnecessary platform lengthening is required.
- As in Cardiff, the specification would allow street-running in the future.
- Could battery range be sufficient to allow new routes to be developed without electrification?
I also feel that the specification should allow the new trains to work on the current network, whilst the current trains are still running.
A Trip To Baden-Baden By Tram-Train
These pictures show how I caught a tram-train in the Centre of Karlsruhe and went to Baden-Baden both to have a look and an early supper.
It was a good illustration about how tram-trains widen the transport possibilities of a city or large town.
- I caught the tram-train in the middle of the main street of Karlsruhe.
- It used the tram lines to get to Karlsruhe station.
- From there it became a train anmd went all the way to Baden-Baden station.
- I then caught a bus to the centre of Baden-Baden using the same ticket.
The only problem was that the service frequency was only one tram-train every half-hour.
But then German trains and trams aren’t as frequent as those in the UK.
The Karlsruhe Tunnel Is Still Not Finished
The main reason to go to Karlsruhe was to see if the contractors had completed the Stadtbahn tunnel under the city.
The pictures, show that they haven’t!
From Munich To Karlsruhe
After a night’s rest by the station in the excellent Excelsior Jotel, it was on to Karlsruhe in the morning.
Note.
- There are not many non-stop trains on this route an d my train was pretty crowded.
- The journey took three hours and cost thirty euros.
- We arrived in Karlsruhe on time.
It could easily have been done in stages with perhaps stops at Augsburg and Stuttgart.
Authorities Plan Joint Tram-Train Procurement
The title of this post is the same as that of this article in Global Rail News.
This is the first paragraph.
Several European transport authorities are planning to work in partnership to procure new tram-trains in order to bring down the cost enough to make the transport mode more commercially viable.
This later paragraph gives the members.
The new association includes Karlsruhe’s transport authorities, Albtal-Verkehrs-Gesellschaft (AVG) and Verkehrsbetriebe Karlsruhe (VBK), Saarland tram-train operator Saarbahn Netz, Kassel operator Kasseler Verkehrs-Gesellschaft, Upper Austria’s Schiene Oberösterreich, Erms-Neckar-Bahn and Regionaltangente West in Germany’s Rhine-Main area.
I hope Network Rail keeping a watching brief!
After all, the Class 399 tram-train being trialled in Sheffield is a 25 KVAC version of the tram-trains used in Karlruhe, where the main line voltage is 15 KVAC.
This picture shows a Class 399 tram-train in Sheffield.
This is one of Karlsruhe’s similar tram-trains.
There are some cosmetic differences and the German tram-trains have a coupler for multiple working.
Surely, any initiative for a standard European tram-train, that could work all over the Continent would bring benefits.
- Prices would probably be more reasonable.
- Solutions and problems could be shared.
- \setting up a new tram-train line should become easier and more affordable.
Having travelled extensively on Karlsruhe’s tram-train network, it would appear that they are using not only the tram-trains, but several other ideas in Sheffield.
Different Voltages
Overhead line voltages vary across Europe.
- 15 KVAC is used in Germany
- 1,500 VDC is used in The Netherlands and for some local networks.
- 25 KVAC has become an international standard and is generally used for high speed lines.
Surprisingly, all our overhead electrification used on railways is 25 KVAC. All other systems have been either replaced or closed.
All these different voltages can be handled by a good electrical system on the tram.
This will handle the problem ehere a route runs between two areas or countries with different voltages.
Changing From Tram To Train Mode And Vice-Versa
In Karlsruhe this is performed by connecting the two systems together with a cermaic rod in the catenary to separate the voltages.
Tram-trains just drive across, with perhaps some battery assistance.
I suspect Sheffield are using a similar method to Karlsruhe.
Platform Height
If the tram-trains are to have level access, as most low floor trams do these days, then platform height can be a problem.
Trams generally have low platforms as this picture from Tramlink shows.
On the Continent, the main line platform heights are often simiar, so level access can be easy.
But in the UK, platform heights are generally higher. The problem appears to be being solved at Rotherham Central station by means of dual height platforms. This technique is used in Karlsruhe.
The article says this about platform height.
VDV has said the tram-trains will be available as two or four-door vehicles and will be able to meet different platform heights and maximum axle loads.
So hopefully, it will be one size fits all!
Karlruhe
This is a paragraph from the article.
AVG and VBK would receive more than half of the new vehicles under the arrangement. AVG said it had already been approached by other transport companies interested in adopting the so-called Karlsruhe model tram-train system.
Karlsruhe certainly seem to be leading this project, in more ways than one.
The Sheffield tram-train trial could be said to use the Karlsruhe model.
Conclusion
I believe that nothing I have seen on the various tram-train systems, I have visited, would stop a common tram-train that worked being developed.
This must lead to the development of a lot more tram-train systems.
The Penistone Line And Rotherham Tram-Train Trials
The Penistone Line Tram-Train Trial
The Penistone Line from Sheffield to Barnsley, Penistone and Huddersfield was the line originally selected for the tram-train trial.
In the Wikipedia entry for the line, this is said about the tram-train trial.
On 18 March 2008, the Department for Transport released details of a proposal to trial tram-trains on the Penistone Line, the first use of such vehicles in the UK. The trial was to start in 2010 and last for two years. Northern Rail, the operator of passenger services on the line, asked potential manufacturers to tender for the design and construction of five new vehicles, which Northern Rail would subsequently lease. In addition, Network Rail planned to spend £15m modifying track and stations to make them compatible with the new vehicles.
However, it was announced on 15 September 2009 that a city tram-train trial between Rotherham and Sheffield would replace the Penistone Line scheme.
More about the trial is said in this article on Rail News, which is entitled Penistone Line Is Chosen For £24m Tram Trains Trial. In particular, this is said.
One of the biggest initial tasks is to set a specification for the building of the five diesel-electro hybrid tram trains at a cost of £9 million. The trains will have to be equipped with braking systems suitable for on-street running and a Train Protection Warning System which is required for running on lines with ‘heavy’ rail passenger and freight trains.
The article was written in 2008 and Chemnitz hybrid Citylink tram-trains didn’t enter service until 2016.
So was the trial on the Penistone Line a disaster before it even started?
It had the following problems.
- It was expecting a diesel-electric hybrid tram to be designed and built before 2010.
- A long distance was involved.
- The track-work needed to connect to the Sheffield Supertram could have been incredibly complicated.
- The first all-electric Citylink tram-trains weren’t delivered to Karlsruhe until May 2014, which was seven months late.
For these and other reasons, I think that the decision of the trial to be delayed and to use Rotherham, was a prudent decision.
The Rotherham Tram-Train Trial
Consider these characteristics of the current trial, between Cathedral and Rotherham Psrkgate.
- The tram-trains are virtually standard Karlsruhe Citylink tram-trains, adapted for UK 25 KVAC and painted blue!
- A simple chord connecting the two systems.
- A few miles of electrification, that could be powered by either 750 VDC or 25 KVAC.
- Modification of the recently-built Rotherham Central station.
- Building of a new terminal tram stop at Rotherham Parkgate.
It’s a simple plan, but one that covers a lot of design possibilities and has few, if any, risky elements, that haven’t been done in the UK or Karlsruhe.
The following can be tested.
- The Class 399 tram-trains on the Sheffield Supertram network and an electrified main line.
- Passenger entry and exit at Rotherham Central station and all over the Supertram network.
- Operation under both 750 VDC or 25 KVAC.
- Signalling systems on both tram and main line networks.
The one thing that can’t be tested is a diesel hybrid tram-train as they have in Chemnitz, as they haven’t ordered any!
But if they did want to order some, they could easily be tested between Cathedral and Rotherham Parkgate.
Conclusion
The original plan to use the Penistone Line and diesel-electric tram-trains was impossible.
Network Rail might have got this one right at the second attempt.
They could even run a UK version of the Chemnitz hybrid tram-train on the test route between Sheffield and Rotherham.
The Anonymous Widower 