The Anonymous Widower

The UK-Wide Need For Self-Powered Trains

How Many Diesel Trains Are In Service In The UK?

Class 150 trains

These are 75 mph BR Second Generation trains.

Class 153 trains

  • ScotRail – 5 x one-car.
  • Transport for Wales – 31 x one-car.
  • In Service – 36 x one-car.
  • Stored – 27 x one-car.

These are 75 mph BR Second Generation trains.

Class 155 trains

  • Northern Trains – 7 x two-car.
  • In Service – 7 x two-car.

These are 75 mph BR Second Generation trains.

Class 156 trains

  • Northern Trains – 58 x two-car.
  • East Midlands Railway – 9 x two-car.
  • ScotRail – 42 x two-car.
  • In Service – 109 x two-car.
  • Stored – 6 x two-car.

These are 75 mph BR Second Generation trains.

Class 158 trains

  • ScotRail – 40 x two-car.
  • Great Western Railway – 10 x two-car and 7 x three-car.
  • East Midlands Railway – 26 x two-car.
  • Northern Trains – 45 x two-car and 8 x three-car.
  • Transport for Wales – 24 x two-car.
  • South Western Railway – 10 x two-car.
  • In Service – 155 x two-car and 15 x three-car.

These are 90 mph BR Second Generation trains.

Class 159 trains

These are 90 mph BR Second Generation trains.

Class 165 trains

  • Chiltern Railways – 39 x two-car.
  • Great Western Railway – 20 x two-car and 16 x three-car.
  • In Service – 59 x two-car and 16 x three-car.

These are 75 or 90 mph BR Second Generation trains.

Class 166 trains

  • Great Western Railway – 21 x three-car.
  • In Service – 21 x three-car.

These are 90 mph BR Second Generation trains.

Class 168 trains

  • Chiltern Railways – 9 x two-car, 9 x three-car and 13 x four-car.
  • In Service – 9 x two-car, 9 x three-car and 13 x four-car.

These are 100 mph Turbostar trains.

Class 170 trains

  • CrossCountry – 7 x two-car and 22 x three-car.
  • East Midlands Railway – 22 x two-car and 8 x three-car.
  • Northern Trains – 16 x three-car.
  • ScotRail – 17 x three-car.
  • Transport for Wales – 8 x three-car.
  • West Midlands Trains – 16 x three-car.
  • In Service – 34 x two-car and 71 x three-car.

These are 100 mph Turbostar trains.

Class 171 trains

  • Southern – 17 x three-car.
  • In Service – 17 x three-car.

These are 100 mph Turbostar trains.

Class 172 trains

  • West Midlands Trains – 24 x two-car and 15 x three-car.
  • In Service – 24 x two-car and 15 x three-car.

These are 100 mph Turbostar trains.

Class 175 trains

  • Transport for Wales – 9 x two-car and 15 x three-car.
  • In Service – 9 x two-car and 15 x three-car.
  • Stored –  2 x two-car and 1 x three-car.

These are 100 mph Coradia trains.

Class 180 trains

  • Grand Central – 10 x five-car.
  • East Midlands Railway – 1 x four-car and 2 x five-car.
  • In Service – 1 x four-car and 12 x five-car.

These are 125 mph Coradia trains.

Class 185 trains

These are 100 mph Desiro trains.

Class 195 trains

  • Northern Trains – 25 x two-car and 33 x three-car.
  • In Service – 25 x two-car and 33 x three-car.

These are 100 mph CAF Civity trains.

Class 196 trains

  • West Midlands Trains – 12 x two-car and 14 x four-car.
  • In Service – 12 x two-car and 14 x four-car.

These are 100 mph CAF Civity trains.

Class 197 trains

  • Northern Trains – 51 x two-car and 26 x three-car.
  • In Service – 51 x two-car and 26 x three-car.

These are 100 mph CAF Civity trains.

Class 220 trains

  • CrossCountry – 34 x four-car
  • In Service – 34 x four-car

These are 125 mph Bombardier Voyager trains.

Class 221 trains

  • Avanti West Coast -18 x five-cars
  • CrossCountry – 24 x four-car.
  • In Service – 24 x four-car and 18 x five-cars
  • Stored – 2 x five-car

These are 125 mph Bombardier Voyager trains.

Class 222 trains

  • CrossCountry – 23 x five-car and 4 x seven-car.
  • In Service – 23 x five-car and 4 x seven-car.

These are 125 mph Bombardier Voyager trains.

Class 231 trains

  • Transport for Wales – 11 x four-car.
  • In Service – 11 x four-car.

These are 90 mph Stadler FLIRT bi-mode trains.

Class 755 trains

  • Greater Anglia – 14 x three-car and 24 x four-car.
  • In Service – 14 x three-car and 24 x four-car.

These are 100 mph Stadler FLIRT bi-mode trains.

Class 756 trains

  • Transport for Wales – 7 x three-car and 17 x four-car.
  • In Service – 7 x three-car and 17 x four-car.

These are 75 mph Stadler FLIRT bi-mode trains.

Class 800 trains

  • Great Western Railway – 21 x five-car and 36 x nine-cars.
  • LNER – 10 x five-car and 13 x nine-cars.
  • In Service – 31 x five-car and 49 x nine-cars.

These are 125 mph Hitachi AT-300 trains.

Class 802 trains

  • Great Western Railway – 22 x five-car and 14 x nine-cars.
  • Hull Trains – 5 x five-car.
  • TransPennine Express – 19 x five-car.
  • In Service – 46 x five-car and 14 x nine-cars.

These are 125 mph Hitachi AT-300 trains.

Class 805 trains

These are 125 mph Hitachi AT-300 trains.

Class 810 trains

  • East Midlands Railways  – 33 x five-car.
  • In Service – 33 x five-car.

These are 125 mph Hitachi AT-300 trains.

These trains give totals as follows.

  • One-car – 36
  • Two-car – 601
  • Three-car – 249
  • Four-car – 135
  • Five-car – 176
  • Seven-car – 4
  • Nine-car – 63

That is a total of 1254 trains that need to be decarbonised by either replacement or modification.

  • Some trains are effectively double-counted, as both the current trains and their replacements are included.
  • Some trains are planned to be replaced by electric trains.
  • Some trains will be passed on.

But there are still a lot of trains to be decarbonised.

I will now look at each group in detail.

BR Second Generation Trains

  • Class 150 – 129 x two-car and 6 x three-car.
  • Class 153 – 36 x one-car.
  • Class 155 – 7 x two-car.
  • Class 156 – 109 x two-car.
  • Class 158 – 155 x two-car and 15 x three-car.
  • Class 159 – 29 x three-car.
  • Class 165 – 59 x two-car and 16 x three-car.
  • Class 166 – 21 x three-car.

Note.

  1. The trains have mostly Cummins engines, with some Perkins and a spattering of Rolls-Royce.
  2. Class 150,153, 155 and 156 trains are 75 mph trains and most of the others are capable of 90 mph.
  3. Condition of the interiors is variable, with some being excellent and others being terrible.
  4. There are 36 x one-car, 459 x two-car and 59 x three-car.
  5. There appears to be no plan to decarbonise these trains.
  6. Some will be replaced by new CAF diesel trains or new electric trains.

The best use of some of the better trains in this group would be to fill-in until zero-carbon trains are available.

Turbostar Trains

These trains are all Turbostars or their predecessor.

  • Class 168 – 9 x two-car, 9 x three-car and 13 x four-car.
  • Class 170 – 34 x two-car and 71 x three-car.
  • Class 171 – 17 x three-car.
  • Class 172 – 24 x two-car and 15 x three-car.

Note.

  1. The trains all have Rolls-Royce mtu engines.
  2.  They are capable of 100 mph.
  3. Condition of the interiors is generally good.
  4. There are 67 x two-car, 112 x three-car and 13 x four-car.
  5. Rolls-Royce mtu engines may be able to run on sustainable fuel like Hydrotreated Vegetable Oil (HVO).
  6. 168329 has been converted into a diesel-hybrid, by Rolls-Royce mtu.

I feel that one way or another, the trains in this group should be capable of converting to net-zero operation.

Alstom Coradia, Bombardier Voyager and Siemens Desiro Trains

I am putting these trains together, as they are all 100-125 mph long-distance trains, that are not that old.

  • Class 175 – 9 x two-car and 15 x three-car.
  • Class 180 – 1 x four-car and 12 x five-car.
  • Class 185 – 51 x three-car.
  • Class 220 – 34 x four-car
  • Class 221 – 24 x four-car and 18 x five-cars
  • Class 222 – 23 x five-car and 4 x seven-car.

Note.

  1. The trains all have Cummins engines.
  2.  They are capable of 100 mph or 125 mph.
  3. Condition of the interiors is generally good.
  4. There are 9 x two-car, 66 x three-car, 59 x four-car, 53 five-car and 4 x seven-car.
  5. Cummins engines may be able to run on sustainable fuel like Hydrotreated Vegetable Oil (HVO).
  6. In Grand Central DMU To Be Used For Dual-Fuel Trial, I described innovative fuel trails in a Class 180 train.
  7. I suspect Cummins will be taking an interest.

In Cummins And Leclanché S.A. To Collaborate On Lower-Emissions Solutions For Use In Marine And Rail Applications, I asked this question.

How many of these trains could be converted to hybrid operation, if Cummins and Leclanché were to create their version of the mtu Hybrid PowerPack?

I feel that one way or another, the trains in this group should be capable of converting to net-zero operation.

CAF Civity Trains

These three trains have all been recently introduced

  • Class 195 – 25 x two-car and 33 x three-car.
  • Class 196 – 12 x two-car and 14 x four-car.
  • Class 197 – 51 x two-car and 26 x three-car.

Note.

  1. The trains all have Rolls-Royce mtu engines.
  2.  They are capable of 100 mph.
  3. Condition of the interiors is probably as-new!
  4. There are 88 x two-car, 59 x three-car and 14 x four-car.
  5. All these trains were ordered between 2016 and 2018.
  6. Rolls-Royce mtu engines may be able to run on sustainable fuel like Hydrotreated Vegetable Oil (HVO).

I don’t believe that as these trains were only ordered a few years ago, that the trains were bought with the knowledge of a route which would convert these trains to net-zero operation.

I suspect the most likely route to net-zero operation, would involve the following.

  • Replacing the Rolls-Royce mtu engines with mtu Hybrid PowerPacks.
  • Running the trains on sustainable fuel.

The work needed would probably be the same for all trains.

Stadler FLIRT Bi-Mode Trains

  • Class 231 – 11 x four-car.
  • Class 755 – 14 x three-car and 24 x four-car.
  • Class 756 – 7 x three-car and 17 x four-car.

Note.

  1. The trains all have Rolls-Royce mtu engines.
  2.  They are capable of between 75 and 100 mph.
  3. Condition of the interiors is probably as-new!
  4. There are 21 x three-car and 52 x four-car.
  5. All these trains were ordered between 2016 and 2018.
  6. As with other recently ordered trains, I am fairly sure that the Deutz engines will be able to run on sustainable fuel like Hydrotreated Vegetable Oil (HVO).

Stadler have designed these trains, so that diesel engines can be replaced by battery packs.

I suspect the most likely route to net-zero operation, would involve the following.

  • Replacing all or some the Deutz engines with battery packs.
  • Running the trains on sustainable fuel.

The work needed would probably be the same for all trains.

Hitachi AT-300 Trains

Only the bi-mode trains are lists.

  • Class 800 – 31 x five-car and 49 x nine-car.
  • Class 802 – 46 x five-car and 14 x nine-car.
  • Class 805 – 13 x five-car.
  • Class 810 – 33 x five-car.

Note.

  1. The trains all have Rolls-Royce mtu engines.
  2.  They are capable of 125 mph.
  3. Condition of the interiors is probably as-new!
  4. There are 123 x three-car and 63 x nine-car.
  5. Most were built after 2016.
  6. Rolls-Royce mtu engines may be able to run on sustainable fuel like Hydrotreated Vegetable Oil (HVO).
  7. Hitachi are developing battery packs for these trains.

I suspect the most likely route to net-zero operation, would involve the following.

  • Replacing all or some the Rolls-Royce mtu engines with battery packs.
  • Running the trains on sustainable fuel.

The work needed would probably be the same or similar for all trains.

 

 

January 22, 2024 Posted by | Transport/Travel | , , , , , , | 1 Comment

What Will Be The Power Unit In LNER’s New CAF Tri-Mode Trains?

There is a short article in the January 2024 Edition of Modern Railways, that is entitled New LNER Fleet To Have Joint Line Capability.

This is said about the diesel engines in the new CAF tri-mode trains.

CAF will supply 10×10-car trains with overhead electric, battery and diesel capability, financed by Porterbrook. The inclusion of diesel engines as part of the winning bid, rather than a straightforward battery-electric  unit, has surprised some observers, but LNER’s specification was that the fleet should have sufficient self-powered capability to cover the length of the joint line, which is approximately 90 miles. This is currently to be  considered to be beyond the scope of battery-power alone, although as the technology evolves diesel engines could be replaced by batteries. The configuration of diesel engines and batteries within the sets has yet to be decided.

As the paragraph says that the diesel engines can be replaced by batteries and the trains are from CAF’s modular Civity family, it sounds like CAF are using a modular power system.

The CAF Class 195, 196 and 197 diesel multiple units, that are used in the UK,  use mtu Railcar Power Packs, which are shown on this web page.

mtu are a Rolls-Royce subsidiary.

mtu also make a Hybrid Power Pack, which is shown on this web page.

This is the sub-title on the web page.

Individual hybrid drive with a modular design

Underneath is this sub-heading.

It takes revolutionary thinking to develop a smart rail drive system like the Hybrid PowerPack. Find out what makes mtu different, and why our Hybrid PowerPack brings added value to operators while benefiting passengers and the environment alike.

These paragraphs describe the mtu Hybrid PowerPack.

The Hybrid PowerPack was developed from the successful mtu underfloor drives: Tried and tested mtu PowerPacks were modified and equipped with additional components and functionalities in order to integrate hybrid technology. The mtu hybrid concept consists of a modular kit with a variety of drive elements. It satisfies all existing railway standards and can be arranged according to customer specifications.

Thanks to its compact design and the use of power-dense electrical machines, the Hybrid PowerPack can be easily integrated in the existing installation space under the floor, both in new rail vehicles or for repowering. mtu EnergyPacks – the energy storage – can be positioned at various places in the vehicle: on the roof or underfloor. The modular design creates great flexibility for operators who are planning new diesel hybrid vehicles or want to convert existing vehicles.

Based on specifications for the hybrid train and the profile of the planned routes, mtu can simulate the lifecycle costs (capital, maintenance and operating costs) of specific projects. This means that a variety of drive options can be defined even before the design stage. Together with you, we then determine an optimal concept based on your needs.

Note.

  1. mtu Hybrid PowerPacks can be used in new rail vehicles or for repowering.
  2. It looks to me, that the total of 161 of Class 195, 196 and 197 trains, that will soon be all in service in the UK may well have been designed to be converted to hybrid power using mtu Hybrid PowerPacks.
  3. In Would You Buy A Battery Energy Storage System From Rolls-Royce?, I talk about how mtu EnergyPacks are also used for battery storage.
  4. In fact, mtu EnergyPacks could be the secret ingredient to both systems.

This looks like a typical Rolls-Royce product, that pushes the design to the full.

I will be very surprised if LNER’s new CAF tri-mode trains are not powered by mtu Hybrid PowerPacks.

I have a few thoughts.

CAF Are Going For A Proven Solution

CAF are going for a proven power solution, that they will also need for 161 trains in the UK.

Integration of systems like these can be difficult but CAF are using another company to combine diesel, electric and battery power in an efficient way.

I also feel that mtu Hybrid PowerPacks have a big future and Rolls Royce mtu will do what it takes to make sure they dominate the market.

Decarbonising The Trains

I suspect given Rolls-Royce’s philosophy, that the diesel engines will run on sustainable fuels from delivery.

But as the extract from the Modern Railways article says, the space used by diesel engines can be used for batteries.

Follow The Money

Consider.

  1. Porterbrook and Rolls-Royce are both based in Derby.
  2. Porterbrook are a rolling stock leasing company, who own a lot of rolling stock, that could be converted to hybrid trains, using mtu Hybrid PowerPacks.
  3. Porterbrook are financing  LNER’s new CAF tri-mode trains.

I wouldn’t be surprised if Porterbrook and Rolls-Royce have done a lot of due diligence on these trains.

Other Train Operators Will Follow

LNER’s new CAF tri-mode trains may be a bespoke design for LNER, but other train operators will need a similar train.

  • CrossCountry need a replacement low-carbon fleet.
  • ScotRail need a replacement fleet for their Inter7City services.
  • Great Western Railway need a replacement fleet for their GWR Castles.
  • Grand Central need a replacement low-carbon fleet.
  • TransPennine Express need new trains.
  • Open Access Operator Grand Union Trains will need trains.

I think CAF are gong to be busy.

Conclusion

The more I read about Rolls-Royce and its engineering, the more I’m impressed.

 

January 1, 2024 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , | 7 Comments

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

Data Sheets For Rolls-Royce mtu Diesel Engines For Trains

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

Rolls-Royce Releases mtu Rail Engines For Sustainable Fuels

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

These four bullet points, act as sub-headings.

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

This is the first paragraph.

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

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

These classes of train have Rolls-Royce mtu engines.

Note.

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

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

Rolls Royce mtu And Hydrogen

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

This is the first paragraph.

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

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

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

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

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

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

Decarbarbonising The CAF Class 195, 196 And 197 Trains

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

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

But the possibility is surely there.

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

Decarbarbonising The Hitachi Class 80x Trains

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

Decarbarbonising The CAF Tri-Mode Trains

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

Conclusion

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

 

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

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.

  1. This surprised me, as I’d always expected the Yorkshire routes will be served by Hitachi battery-electric trains.
  2. But it does look that both Harrogate and Hull stations, have long enough platforms to hold a ten-car train.
  3. 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.

  1. The first place after the ‘via’ is where the electrification ends.
  2. Carlisle could be a possibility during High Speed Two upgrading of the West Coast Main Line or for an enthusiasts’ special or tourist train.
  3. Cleethorpes is a possible new service for LNER. I wrote about this in LNER To Serve Cleethorpes.
  4. Scarborough must be a possible new service for LNER.
  5. All stations can take ten-car trains, with the possible exception of Middlesbrough, which is currently being upgraded.
  6. 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.

  1. CAF could sell a lot of trains.
  2. I estimate that fleet replacement for Grand Central Trans would cost around €350 million
  3. 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.

 

 

 

 

November 11, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , , , | 6 Comments

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

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

These are the first three paragraphs.

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

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

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

I have my thoughts.

Chiltern’s Rolling Stock

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

Chiltern’s Diesel Multiple Units

Chiltern has these diesel multiple units.

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

Note.

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

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

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

But how will they be powered?

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

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

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

Chiltern’s Diesel-Hauled Rakes Of Coaches

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

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

Conclusion

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

 

 

 

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

Cummins And Leclanché S.A. To Collaborate On Lower-Emissions Solutions For Use In Marine And Rail Applications

The title of this post, is the same as that of this press release from Cummins.

This is the introductory paragraph.

Today, global power and technology leader, Cummins Inc., and leading provider of energy storage solutions, Leclanché S.A, announced the signing of a Memorandum of Understanding (MOU). The collaboration represents a significant step forward in providing customers with a broader portfolio of integrated power solutions.

Effectively, this means that all customer requirements for integrated power solutions can be met by the two companies.

It appears to me, that if someone wanted Cummins to provide a system like the HybridFLEX train, I wrote about in Rolls-Royce And Porterbrook Launch First Hybrid Rail Project In The UK With MTU Hybrid PowerPacks, then Cummins and Leclanché have the technology between them to create a system.

In the UK, Cummins power these relatively-modern trains.

Note.

  1.  They are capable of 100 mph or 125 mph.
  2. Condition of the interiors is generally good.
  3. There are 9 x two-car, 66 x three-car, 59 x four-car, 53 five-car and 4 x seven-car.
  4. In Grand Central DMU To Be Used For Dual-Fuel Trial, I described innovative fuel trails in a Class 180 train.
  5. There could be other similar trains in Europe and around the world.

How many of these trains could be converted to hybrid operation, if Cummins and Leclanché were to create their version of the mtu Hybrid PowerPack?

Conclusion

Have Cummins and Leclanché decided that if a hybrid approach is good enough for Rolls-Royce mtu, then it’s good enough for them?

 

 

April 10, 2023 Posted by | Energy, Transport/Travel | , , , , | 3 Comments

Skegness Station To Benefit From A £3.3m Improvement Package

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

I took these pictures of Skegness station, on a visit to the town in July last year, which I wrote about in A Trip To Skegness.

I feel that Skegness station would welcome some improvement.

The Rail Technology Magazine article says this about the project.

Upon completion of the project, customers will be able to utilise a number of enhanced facilities, including an improved accessible toilet with changing spaces, two new start-up offices, a community café and retail provisions. Upgrades will continue through improved access into the station for pedestrians and vehicles, offering integration with the surrounding community.

Work is hoped to start this year.

A Modern Zero-Carbon Train Service

If £3.3 million is going to be spent on Skegness station, would it not be a good idea to have better trains serving the station.

In A Trip To Skegness, I talked about updating the hourly Nottingham and Skegness service using Class 170 trains with Rolls-Royce MTU Hybrid PowerPacks.

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

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

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

But would it be possible to go the whole way using one of Stadler’s battery-electric trains?

Consider the service between Nottingham and Skegness.

  • It is hourly.
  • The route is run by 100 mph Class 170 trains.
  • Nottingham and Grantham are 22.7 miles apart.
  • Grantham and Skegness are 58.2 miles apart.
  • Trains take four minutes to reverse at Grantham.
  • Trains wait 20 minutes before returning at the two end stations.
  • Trains reverse at Nottingham in a bay platform, which is numbered 2.
  • Grantham is electrified.
  • Nottingham station will be electrified in the next few years.
  • Skegness station is next to the bus station in the middle of the town, so hopefully the electricity supply is robust enough to charge buses and trains.

Stadler make a train called an Akku.

This leads me to the conclusion that with charging systems at Nottingham and Skegness and taking a four-minute top-up at Grantham if needed, a FLIRT Akku could handle this route with ease.

Conclusion

Skegness is a town that needs leveling-up. A refurbished station and 100 mph electric trains to Grantham and London would be a good start.

 

 

 

 

February 8, 2023 Posted by | Transport/Travel | , , , , , , , | 2 Comments

Rolls-Royce Releases mtu Rail Engines For Sustainable Fuels

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

The press release starts with these bullet points.

  • 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

Note.

  1. Hitachi Class 800, 802, 805 and Class 810 trains appear to use Series 1600 engines.
  2. CAF Class 195, 196 and Class 197 trains appear to use Series 1800 engines.
  3. Class 43 power cars, as used in InterCity 125 trains appear to use Series 4000 engines.

It would appear that many of the UK’s new diesel trains and the remaining Class 43 power-cars can be converted to run on HVO.

This paragraph from the press release gives more details.

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.

Rolls-Royce mtu seem to have covered all issues.

This is a very significant statement in the paragraph.

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.

This must be the most affordable way to make your diesel trains zero carbon.

Conclusion

Rolls-Royce and Cummins seem to be doing a thoroughly professional job in decarbonising the diesel engines they have made in recent years.

It now needs someone to take small diesel engines down the conversion route, just as Rolls-Royce mtu and Cummins are cleaning up their large engines.

September 24, 2022 Posted by | Hydrogen, Transport/Travel | , , , , , , , , , , , , | 7 Comments

A Trip To Skegness

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

I took these pictures on the way.

These are my observations and thoughts.

Changing At Grantham

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

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

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

Grantham To Skegness

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

Skegness Station

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

Skegness

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

Skegness To Grantham

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

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

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

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

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

Rolls-Royce MTU Hybrid PowerPacks

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

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

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

The Massive Greenhouse

I found that this was owned by Fountain Plants.

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

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

 

 

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

Cutting Emissions – Cleaner, Greener Turbostars

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

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

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

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

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

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

It is an article well-worth a read.

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

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