Council’s Boost To Aln Valley Railway Expansion Plan
The title of this post is the same as that of this news item from Northumberland County Council.
This is the body of the news item.
Northumberland County Council has agreed to assist the Aln Valley Railway in Alnwick to extend its rail line and expand its tourism offer in the town.
The county council has agreed to repair and adopt a bridge which is crucial to the expansion plans of the Aln Valley Railway Trust which is working towards the ultimate aim of extending the track from Alnwick to Alnmouth Station.
The Trust is wanting to continue laying track past Eden Hill Bridge which is currently owned by The Historic Railways Estate (part of Highways England). However, the Estate won’t allow the passage of trains under the bridge as it would impose maintenance obligations and costs onto them.
To overcome this hurdle and assist the popular tourist attraction , the county council, as the highways authority, has agreed adopt the bridge which has an unclassified road (U3203) running over it and to repair the bridge so that it can then give consent to the railway to lay track and ultimately operate trains under the bridge.
To bring this masonry arch bridge up to adoptable standards will cost in the region of £255k. One of the main areas of work that is needed is to install a waterproofing concrete overslab to eliminate the current water ingress. Extensive repointing together with masonry repair works are also needed on the bridge arch.
There is a Wikipedia entry for the Alnwick Branch Line, where this is the first paragraph.
The Alnwick branch line is a partly closed railway line in Northumberland, northern England. A heritage railway currently operates along one mile of the line, which originally ran from Alnmouth railway station, on the East Coast Main Line, to the town of Alnwick, a distance of 2+3⁄4 miles (4.4 km).
This OpenRailwayMap shows the route of the Alnwick Branch Line between Alnmouth and Alnwick.
Note.
The blue arrow in the South-East corner of the map indicates Alnmouth station.
The orange line curving through Alnmouth station is the electrified East Coast Main Line between Newcastle and Scotland.
The dotted line curving away North-West from the East Coast Main Line is the route of the AlnwickBranch Line, which leads to Alnwick in the North-West of the map.
The blue text indicates the the two stations of the Aln Valley Railway.
Greenrigg Halt is nearest to the East Coast Main Line and Lionheart is nearest to the town.
The road encircling the town of Alnwick is the A1 Alnwick By-Pass.
This Google Map shows the area between Alnmouth station and Alnwick.
Note.
- Alnmouth and its station is in the South-East corner of the map.
- Alnwick is in the North-West corner of the map.
- The A1 crosses the North-West corner of the map.
- The line of the Alnwick Branch Line can be picked out crossing the map diagonally.
Click on the map to show it to a larger scale.
The Wikipedia entry for Alnmouth station says this about the ambitions of the Aln Valley Railway to connect to the East Coast Main Line.
The Aln Valley heritage railway has long-term ambitions of extending its running line to Alnmouth station[10] from its current terminus at Greenrigg Halt.
This picture shows a Stadler RS-ZERO.
Could one of these powered by hydrogen shuttle between Alnmouth station and Alnwick? Probably, but it’s not powered by steam!
Thoughts On Tram-Trains In Manchester
The State Of Public Transport In the North
Over the last few years plans have been put in place to improv the state of the public transport of the major cities of the North and progress has started to happen, with new trains, trams and light rail systems being planned and in some cases coming into service.
Birmingham, Coventry And The West Midlands
A lot of investment has been made and it is continuing.
- Birmingham New Street station has been rebuilt.
- Coventry and Wolverhampton stations have been remodelled.
- Two new stations were built in Birmingham for the Commonwealth Games.
- A large number of new Class 730 local trains are being brought into service.
- Birmingham stations are being updated for High Speed Two.
- The West Midland Metro has been extended at both ends and a second line is under construction.
Transport in the wider West Midlands has been greatly improved.
Derby, Nottingham, Sheffield And The East Midlands
The major investment in this area is the electrification of the Midland Main Line and the provision of new Hitachi electric Class 810 trains.
In addition the following has been done.
- The Hope Valley line between Manchester and Sheffield has been improved.
- Derby station has been improved.
- The local trains have been refurbished.
- The power supply has been improved.
- An application for an Open Access service to Sheffield has been made.
The improvements in the East Midlands, will not be on the same scale as in the West Midlands, but they will make a difference.
Leeds, Bradford And West Yorkshire
For decades, West Yorkshire and especially Bradford has lagged behind the rest of the North.
But at least things are stirring.
- Plans have been laid to create a through station in Bradford.
- Leeds station has been refurbished.
- An extra platform is being added at Bradford Forster Square station.
- The TransPennine Upgrade is underway to electrify between Huddersfield and York.
- Hitachi have developed a battery-electric high speed train for the TransPennine route.
- Bradford is installing a hydrogen electrolyser, so that the city can have hydrogen buses to cope with the hills.
- Plans are now being developed to create a metro for Leeds and Bradford.
West Yorkshire is closing the gap to the rest of the North.
Liverpool And Merseyside
Again, a lot of investment has been made.
- The approaches to Liverpool Lime Street station have finally been sorted, with more tracks and new signalling.
- Liverpool Lime Street station has been improved and is now one of the finest stations in Europe.
- Trains are now approaching High Speed Two times between Crewe and Liverpool.
- More services between London and Liverpool can now be planned, with the arrival of new Class 807 trains.
- Some new stations have been built and more are planned.
- A large number of new Class 777 local trains are being brought into service.
Transport in the wider Merseyside has been greatly improved.
Newcastle, Tyneside And Northumberland
The area is getting investment, but not as much in proportion as others.
- The Metro trains are being replaced and the Metro itself, is getting a major update.
- The East Coast Main Line has received improvements to power supplies, signalling and some bottlenecks.
- The Northumberland Line to Ashington is being brought back into operation.
It’s a start, but if the Northumberland Line is a success, I can see a call for more line re openings.
Manchester And Greater Manchester
If you look at each of the areas, they generally have one or more large projects.
- Birmingham, Coventry And The West Midlands – Birmingham New Street station, Class 730 Trains, High Speed Two, West Midland Metro
- Derby, Nottingham, Sheffield And The East Midlands – Midland Main Line, Class 810 Trains, Hope Valley Line, Open Access To Sheffield
- Leeds, Bradford And West Yorkshire – Leeds station, Bradford improvements, TransPennine Upgrade, Battery-Ekectric Trains, Leeds Metro
- Liverpool And Merseyside – Liverpool Lime Street Improvements, Class 807 Trains, Class 777 Trains
- Newcastle, Tyneside And Northumberland – Metro upgrade with New Trains, Northumberland Line
So what improvements are in the pipeline for Greater Manchester?
This Wikipedia entry is entitled Proposed Developments Of Manchester Metrolink.
The proposed developments include in the Wikipedia order.
- New Metrolink Stop: Stop to serve new housing development proposed at Elton Reservoir on the Bury Line.
- New Metrolink Stop: Stop to serve new housing development proposed at Sandhills on the Bury Line.
- New Metrolink Stop: Stop to serve new housing development proposed at Cop Road on the Oldham and Rochdale Line.
- Airport Line extension to Terminal 2: A short extension of the Airport Line from the current Manchester Airport station to the site of the expanded Terminal 2.
- Airport Line extension to Davenport Green: An extension of the Airport Line from Roundthorn to the site of the proposed Manchester Airport High Speed station on the HS2 high speed network.
- Oldham–Heywood via Rochdale tram-train pathfinder: A tram-train service utilising the heavy rail Calder Valley line to connect Oldham to Heywood through Rochdale railway station.
- Manchester Airport–Wilmslow via Styal tram-train pathfinder: A tram-train service operating on the southern section of the heavy rail Styal Line between Manchester Airport and Wilmslow in Cheshire.
- South Manchester–Hale via Altrincham tram-train pathfinder: An extension of Metrolink’s Altrincham Line using tram-train to reach Hale on the heavy rail Mid-Cheshire line.
- Improved Metrolink frequency between Piccadilly and Victoria stations: Increasing capacity to provide a direct service from Rochdale and Oldham to Manchester Piccadilly.
- Interventions to improve Metrolink capacity and reliability: Includes improvements to turnback facilities and double-tracking currently single-track sections.
- Further interventions to improve Metrolink capacity and reliability: Includes longer vehicles, a third depot and double-tracking currently single-track sections.
- Manchester–Stalybridge extension: An extension of the East Manchester Line from Ashton-under-Lyne to Stalybridge.
- Manchester–Middleton extension: A proposed spur from the Bury Line connecting to the town of Middleton.
- Oldham–Middleton extension: A spur from Oldham to Middleton.
- MediaCityUK–Salford Crescent: A line connecting the MediaCityUK tram stop to the Salford Crescent railway station interchange. Further new Metrolink.
- Connections between Salford Crescent, Inner Salford and the City Centre: Extension of the MediaCityUK–Salford Crescent line into the regional centre.
- Completion of the Airport Line (Wythenshawe Loop): Completion of the Wythenshawe Loop by connecting the Metrolink lines between the Davenport Green and Manchester Airport Terminal 2 extensions.
- Port Salford/Salford Stadium extension: Extending the Trafford Park Line from the Trafford Centre to a proposed container terminal at Port Salford.
- Glossop tram-train: A tram-train service utilising the Glossop line between Manchester and Glossop in Derbyshire.
- Marple tram-train: A tram-train service utilising the Hope Valley line branches north of Marple towards Manchester.
- Manchester–Wigan via Atherton tram-train: A tram-train service utilising the Atherton section of the Manchester–Southport line between Manchester and Wigan.
- Manchester–Warrington tram-train: A tram-train service utilising the southern route of the Liverpool–Manchester lines between Manchester and Warrington.
- Stockport–Hazel Grove tram-train: A tram-train service between Stockport and the suburb of Hazel Grove.
- Stockport–Manchester Airport tram-train: A tram-train service between Stockport and Manchester Airport.
- Rochdale–Bury via Heywood tram-train: Extension of the Oldham–Heywood tram-train pathfinder from Heywood to Bury.
- Manchester Airport–Mid Cheshire tram-train: A tram-train service from Manchester Airport using a proposed Western Link rail line to the Mid-Cheshire line.
- Stockport–Ashton via Denton and Reddish tram-train: A tram-train service utilising the Stockport–Stalybridge line from Stockport to Ashton.
- Cornbrook–Manchester Airport via Timperley tram-train: A tram-train service from Cornbrook using the Altrincham line to Timperley, the Mid Cheshire line to Baguley, then the Wythenshawe Loop to Manchester Airport.
- Regional centre metro tunnel: Providing capacity for more services on the network.
- Oldham–Greenfield via Grotton extension: A Metrolink spur from Oldham town centre to Greenfield railway station on the Huddersfield line.
- Oldham–Royton extension: A Metrolink spur from the Oldham and Rochdale line to the town of Royton.
Note.
- The number of times that tram-trains are mentioned.
- But with its numerous rail and tram lines, Greater Manchester is ideally suited for conversion to tram-trains.
- There are three pathfinder routes for tram-trains, which will be converted first to prove the technology.
These are my detailed thoughts on tram-trains in Greater Manchester,
All Routes Could Be Run By Identical Tram-Trains
If this can be arranged, it is surely preferable from the operator, staff and passengers point-of-view.
Tram-Trains Can Run On Secondary Routes Like The Calder And Hope Valley Lines
In Manchester, this would enable some routes to be swapped from the rail to the tram network.
It would also allow trams to run between networks, so you could have a direct tram service between say Stockport and Sheffield on the Hope Valley Line.
Tram-Trains Can Be Faster
Tram-trains can be faster, when running on rail lines, so they don’t hold up expresses.
What Do Tram-Trains Look Like?
This is one of Sheffield’s Class 399 tram-trains at Rotherham Parkgate.
Note.
- This tram-train is a member of the Stadler Citylink family.
- this version can be powered by either 750 VDC or 25 KVAC.
- The Welsh version will also have battery-power.
- It is a three-car tram train.
- There is step-free access.
The Wikipedia entry for the Stadler Citylink has lots more details.
Stadler have just launched a new smaller one- or two-car tram-train.
This image from the press release shows the prototype hydrogen-powered one-car RS ZERO.
Note.
- The Regio-Shuttles can run as up to seven car trains.
- These RS ZERO are powered by overhead electrification, battery or hydrogen power.
- They can carry 170 passengers at 75 mph.
- They can run as train-trams using the Chemnitz model on compatible tram networks.
- The interiors are very flexible.
- An RS ZERO can be fitted with toilets for the posher parts of Manchester.
- Typically, a one-car RS ZERO handles a similar passenger load to a one-car Metrolink vehicle.
The more I compare the RS ZERO with the Metrolink’s trams, the more it looks like Stadler’s design has a Metrolink order firmly in its sights.
A Simple Tram-Train Example
The Altrincham Line of the Metrolink, runs between Altrincham and Deansgate-Castlefield in Central Manchester.
- Tram-trains would be capable of sharing the tracks with the current trams.
- Initially, they would run an identical service to the same destinations in the North.
- At either Navigation Road or Altrincham stations, they would switch to the heavy rail track.
- They would then travel to Hale or whatever station is determined to be the terminus.
Tram-trains would be a simple way of extending a tram service along a heavy eail line.
The Range Of The RS ZERO
This article on the Railway Gazette is entitled Prototype RS Zero Hydrogen Or Battery Railcar For Secondary Lines Unveiled At InnoTrans, has this paragraph.
The hydrogen powered RS Zero has a range of more than 700 km in the single car version, and a two-car version would offer more than 1 000 km. Battery trains will offer ranges of 80 to 110 km or 90 to 180 km. The maximum speed is 120 km/h.
As Chester and Manchester is only 45 miles or 72.4 kilometres, ways and means of running the battery versions on the route should be possible.
In fact, as Stockport and Manchester Piccadilly is already electrified at 25 KVAC and a return trip to Manchester Piccadilly from Stockport probably takes about twenty-five minutes, I would envisage that an RS ZERO would leave Stockport for Chester with a full battery. As Stockport and Chester is only 39.2 miles or 63 kilometres, the RS ZERO should do the trip if it started with a full battery and had a short length of electrification at Chester to top up the battery, if needed.
Other Possible Tram-Train Routes From Stockport
It is indicated the Metrolink would like to run other tram-train routes from Stockport.
- Ashton – Not sure of the route
- Buxton – 31.8 km
- Hazel Grove – 5 km – Electrified
- Manchester Piccadilly – 9 km – Electrified
- Manchester Airport – Not sure of the route
- Sheffield – 59 km – Will be electrified at Sheffield
Note.
- This would speed up Sheffield services.
- Buxton would be an interesting route and would probably use Newton’s friend to help on the return.
I suspect that nearly all local services from Manchester through Stockport could be run by battery-electric or hydrogen tram-trains.
The Glossop Line Could Be Converted To Tram-Train
It’s already electrified so why not?
Conclusion
It strikes me, that a lot of Manchester’s suburban rail network could be converted to RS ZERO tram-trains.
The RS ZERO tram-trains could also be used on existing tram routes to convert them to tram-train operation and extend them.
As a bonus Manchester’s trains would be substantially decarbonised.
New Bid To Connect Heritage Railway To Mainline
The title of this post, is the same as that of this article on the BBC.
The is the sub-heading.
A bid to connect one of the longest heritage railways in Britain with mainline services has taken a step forward.
These are the first two paragraphs.
West Somerset Railway (WSR) and Somerset Council have now submitted a business plan to the government to restore the mainline from Taunton to the final WSR stop at Bishop’s Lydeard.
The proposal suggests Bishop’s Lydeard could become a commuter and tourist hub.
There has been several attempts to connect the branch to Taunton station.
These are my thoughts.
Minehead, Bishop’s Lydeard And Hinckley Point C
This Google Map shows the area.
Note.
- Minehead is in the North-West corner of the map.
- Hinckley Point power station is indicated by the red arrow.
- Bishop’s Lydeard is in the middle of the map.
- The M5 motorway curves diagonally between the North-East and South-West corners of the map.
- There are motorway services at Taunton Deane, which is to the South of Taunton and Cullompton, which is a few miles South-West of Wellington.
- The large town of Taunton is the junction of the London and Exeter and the Bristol and Exeter railway lines.
- The town of Wellington will be getting a new railway station.
It is a very busy area and it will only get busier, as the availability of power will only attract industry, like the battery factory pencilled in for Bridgewater.
The Major Effect Of Hinckley Point C
Hinckley Point C will generate 3.26 GW of electricity and to operate the power station will need around nine hundred workers.
I can also expect that the Hinckley Point site will get involved in other energy handling and use.
- The site would be an ideal place for a large electrolyser to produce hydrogen.
- Wind turbines in the Bristol Channel could use Hinckley’s grid connection.
- Energy could be stored on the site. It could be an ideal location for one of Highview Power’s 200 MW/3.25 GWh liquid air batteries.
- Hydrogen could be exported using coastal tankers.
- Interconnectors could take electricity to Cornwall, Devon, Wales and Ireland.
All of these activities would create needs for workers at all levels.
- A rail connection to Taunton and Bristol, will probably be needed to bring workers into Hinckley Point.
- A rail connection would be ideal for bringing construction materials, steel and other heavy goods into and out of the Hinckley Point site.
- Hydrogen could also be taken out in rail tankers.
- Nuclear waste could be taken out by train.
I think it is highly likely, that Hinckley Point will need a rail connection for efficient operation.
Sizewell C And Hydrogen
Hydrogen is so important to the philosophy of the design and construction of Sizewell C, that hydrogen has its own section on the Sizewell C web site.
Hydrogen produced by nuclear power stations like Hinckley Point C, is called pink hydrogen, but like green hydrogen it is zero-carbon and pollution-free.
Hinckley Point C And Hydrogen
I can envisage Hinckley Point C will create a lot of hydrogen both for use locally and distribution to remote users.
- Hydrogen could be delivered locally by truck, just as propane is today around the world.
- Coastal tankers could distribute the hydrogen from a jetty.
- Pipelines could connect the two nearby motorway service stations to the power station site.
Just as is happening at Sizewell, a local hydrogen network could be built.
Hydrogen Refuelling On The M5
Consider.
- In MAN Expands Its Zero-Emission Portfolio, I talked about MAN’s new hydrogen-powered hTGX truck, which has been designed with a 600 km. or 373 mile range.
- As Cullompton, which is the Southernmost of the two services on the M5 that are close to Hinckley Point C, is only 124.9 miles from Penzance, it should be possible for a truck, with a range similar to that of the MAN hTGX to do a round trip from the Southern end of the M5 to Penzance, without refuelling.
- As the total length of the M5 is only 163 miles, a hydrogen-powered truck with the range of the MAN hTGX would be able to do a delivery anywhere along the motorway and return to the hydrogen from Hinckley Point C, without refuelling.
- MAN are saying that the hTGX truck can be refuelled in less than fifteen minutes.
It looks to me, that a hydrogen electrolyser at Hinckley Point C would be ideally located to provide pink hydrogen for a zero-carbon hydrogen-powered route to and from the far South-West.
I believe that if there were a best-in-class hydrogen-refuelling facility close to Hinckley Point C, it would encourage those who regularly drove to Devon and Cornwall to look seriously at hydrogen-powered vehicles.
The Nature Of The Hinckley Point C Rail Link
Sizewell C are using a simple practical approach to connect the Sizewell C site to the nearby East Suffolk Line.
- The existing freight sidings are being expanded.
- Two Park-and-Ride sites are being created at stations in the East Suffolk Line.
- A link road will be built between the railway and the Sizewell C site.
- A fleet of hydrogen-powered double-deck buses has been ordered to take workers between the railway and the power station.
- The signalling on the East Suffolk Line is being improved.
This map from OpenRailwayMap shows the Northern end of the West Somerset Railway and its relationship to Hinckley Point C power station.
Note.
- Hinckley Point C power station is in the North-East corner of the map.
- Crowcombe & Heathfield, Stogumber, Sampford Brett, Doniford Halt, Williton, Watchet, Washford and Blue Anchor are existing or former stations on the West Somerset Railway.
- Existing stations are shown in blue.
- West of Blue Anchor are the two existing stations of Dunster and Minehead.
This Google Map shows Williton station, which is the nearest station to Hinckley Point C.
Note.
- The station has a footbridge, which was erected in 2011, so is probably in good condition.
- There are several Listed buildings on the site.
- Going East on the A39 should lead to Hinckley Point C.
I suspect a quality bus company could build a small fleet of buses to shuttle workers, visitors and others to Hinckley Point C.
As I’m sure, hydrogen will be in plentiful supply, I’m certain hydrogen-powered buses could be used.
This Google Map shows a longer section of the West Somerset Line through Williton station.
Note.
- The West Somerset Line runs North-South down the map.
- Doniford Halt station is at the top of the map, where the coast road crosses the railway on a bridge.
- Williton station is in the middle of the map, where the A39 crosses the railway.
Looking at the railway, which runs mainly between fields, I wouldn’t be surprised that if Hinckley Point wanted a freight siding, they could fit one in.
Go-op
Go-op are an open access railway company, that wants to run services in Somerset.
I wrote about their successful application in Regulator Approves New Go-op Train Service Between Swindon, Taunton and Weston-super-Mare.
This is the first paragraph of their Wikipedia entry.
Go-op Cooperative Ltd.,[ branded as Go-op, is an open access train operating company, proposing to operate a service in south-west England between Taunton and Swindon, via Westbury. It aims to become the first cooperatively owned train operating company in the United Kingdom, to improve access to the public transport infrastructure through open access rail services linking main lines to smaller market towns, and by co-ordinating services with light rail, bus links and car pools.
If you read their Wikipedia entry and their web site, they seem to have ambition and be different.
According to Wikipedia, they have made no less than five different proposals, but it is the fourth that I find interesting.
In 2021, Go-op began discussions with Network Rail for services between Swindon and Bishops Lydeard (just beyond Taunton), which it hoped to begin in mid-2022. At first there could only be three services per day, due to congestion between Swindon and Westbury; a further three could be provided to Frome or Westbury, connecting with existing services to Swindon. These plans would also improve local services on the TransWilts Line, calling at Trowbridge and Melksham.
The plans for Bishops Lydeard would restore the link broken in 1971 between the national network and the preserved West Somerset Railway, which runs leisure services to Minehead.
This sounds very much like an extended and simplified version of the West Somerset Line proposal.
But it does look like two groups have looked at the infrastructure and what is needed and come to similar conclusions.
Perhaps, they have other things in common like train procurement and servicing.
Stadler Presents A World First In Berlin
The title of this section, is the same as that of this press release from Stadler.
These are the first two paragraphs.
With the RS ZERO, the rail vehicle manufacturer is presenting the successor to the successful Regio-Shuttle RS1 model. There is a choice of two modern and environmentally friendly drive technologies: Hydrogen and battery. Both will enable CO2 emission-free operation of secondary lines in the future.
Stadler today unveiled the prototype of the new RS ZERO, the innovative successor to the successful RS1 Regio-Shuttle. The Regio-Shuttle has been one of the most popular vehicles in German regional rail transport for 28 years, with around 500 RS1 vehicles currently in operation in Germany and the Czech Republic. Stadler is building on this proven technology and integrating state-of-the-art, environmentally friendly drive systems. The RS ZERO is optionally available with a hydrogen and/or battery drive and thus not only sets new standards for environmentally friendly rail transport, but also presents a world first.
These pictures from Chemnitz Trams And The Chemnitz Model, show the Regio-Shuttle RS1.
Note.
- The Regio-Shuttles can run as up to seven car trains.
- These Regio-Shuttles are electro-diesel.
- The distinctive diagonal windows.
- They can carry 170 passengers at 75 mph.
- They can run as train-trams using the Chemnitz model on compatible tram networks.
The Regio-Shuttle Wikipedia entry gives more details.
This image from the press release shows the prototype RS ZERO.
It looks very similar to my pictures from Chemnitz.
I have a few thoughts.
Comparison To A Class 150 Train
A Class 150 train can carry up to 149 seated passengers at 75 mph, which is similar to the RS ZERO.
As Stadler have built trains for Greater Anglia, Merseyrail and the Glasgow Subway, I believe that Stadler could build an RS ZERO, that would fit the UK loading gauge.
In What Train Is This?, I show the standard of interior, that can be achieved by refurbishing a Class 150 train, but unlike the RS ZERO, the train won’t be zero-carbon.
Does The RS ZERO Have A Toilet?
This is a paragraph from the press release.
The prototype of the RS ZERO presented today in Berlin is a one-car vehicle with hydrogen drive. Stadler is demonstrating the numerous design options with a multi-purpose area equipped for carrying bicycles, pushchairs and bulky luggage, lounge and comfort zones, standard and privacy seats, a wheelchair space, WC and a train office.
The train appears to be able to have what an operator might need.
What Will Be The Range Of An RS ZERO On Hydrogen?
I suspect, Stadler will provide a train, that will handle the route.
Would Stadler Be Able To Produce An RS ZERO That Could Satisfy The West Somerset/Go-op Requirement?
I obviously, can’t answer that.
But.
- The train is zero-carbon.
- It’s the right size.
- I suspect that the hydrogen fuel will be available from Hinckley Point C.
- The design has a proven track record.
- The train is not by any means vapourware!
- Stadler need a launch order.
- An experienced ROSCO would probably finance the trains.
One perk is that those involved in buying the train, could probably wangle a trip to Chemnitz to see several Regio-Shuttle RS1 trains at work.
Note that Chemnitz used to be Karl-Marx Stadt, so some of our Government will feel nostalgic.
But I do believe, this could be a very handy train to decarbonise branch and secondary lines in the UK.
Width And Height Of A Stadler Regio Shuttle RS1 Compared To UK Multiple Units
I am building this table, so that I can get a feel for where Stadler RS ZERO trains can go on the UK network.
Height Of The Regio Shuttle RS1
This is given as 3.70 metres in Wikipedia.
Other figures given in Wikipedia are.
- Class 150 – 3.774 metres
- Class 156 – 3.805 metres
- Class 158 – 3.73 metres
- Class 165 – 3.79 metres
- Class 185 – 3.71 metres
- Class 195 – 3.85 metres
- Class 378 – 3.774 metres
- Class 345 – 3.760 metres
- Class 399 – 3.720 metres
- Class 710 – 3.760 metres
- Class 745 – 3.915 metres
- Class 755 – 3.915 metres
Surprisingly, the Regio Shuttle RS1 is the shortest train!
But this means, that if the Regio Shuttle RS1 can get under all the bridges on a route, then all the other trains can.
Width Of The Regio Shuttle RS1
This is given as 2.90 metres in Wikipedia.
Other figures given in Wikipedia are.
- Class 150 – 2.816 metres
- Class 156 – 2.730 metres
- Class 158 – 2.700 metres
- Class 165 – 2.810 metres
- Class 185 – 2.673 metres
- Class 195 – 2.772 metres
- Class 378 – 2.800 metres
- Class 345 – 2.772 metres
- Class 399 – 2.650 metres
- Class 710 – 2.772 metres
- Class 745 – 3.720 metres
- Class 755 – 3.720 metres
Surprisingly, the Regio Shuttle RS1 is the widest train!
But this means, that if the Regio Shuttle RS1 can squeeze between the narrowest infrastructure on a route, then all the other trains can.
Conclusion
Does this mean, that once a Regio Shuttle RS1 can run on a route, lots of other trains can?
Itb looks to me, like a clever example of cunning Swiss engineering.
Could Stadler RS ZERO Be Used For The West London Orbital Railway?
In Stadler Presents A World First In Berlin, I talked about the launch of the Stadler RS ZERO.
I wonder, if these newly-launched trains, would be ideal for the West London Orbital Railway?
- They will be zero-carbon and will not be emitting fumes or carbon dioxide.
- Stadler could size the trains to UK platform height, just as they did the Flirts for Greater Anglia.
- The two routes are only eleven miles long with 25 KVAC electrification at the Midland Main Line end, so the battery-electric version could be ideal.
- They are likely to be extremely quiet, as battery-electric trains always seem to be.
This picture of the earlier Stadler Regio-Shuttle RS1 from Chemnitz, shows that it should be possible to have almost level boarding.
At least at new stations, where the platform height could be built for the RS ZERO.
The new stations along the Dudding Hill Line could be very simple indeed.
Conclusion
I feel that a fleet of RS ZEROs could convert the Dudding Hill Line into an efficient, step-fee and frequent addition to London’s passenger railways.
Stadler Presents A World First In Berlin
The title of this post, is the same as that of this press release from Stadler.
These are the first two paragraphs.
With the RS ZERO, the rail vehicle manufacturer is presenting the successor to the successful Regio-Shuttle RS1 model. There is a choice of two modern and environmentally friendly drive technologies: Hydrogen and battery. Both will enable CO2 emission-free operation of secondary lines in the future.
Stadler today unveiled the prototype of the new RS ZERO, the innovative successor to the successful RS1 Regio-Shuttle. The Regio-Shuttle has been one of the most popular vehicles in German regional rail transport for 28 years, with around 500 RS1 vehicles currently in operation in Germany and the Czech Republic. Stadler is building on this proven technology and integrating state-of-the-art, environmentally friendly drive systems. The RS ZERO is optionally available with a hydrogen and/or battery drive and thus not only sets new standards for environmentally friendly rail transport, but also presents a world first.
These pictures from Chemnitz Trams And The Chemnitz Model, show the Regio-Shuttle RS1.
Note.
- The Regio-Shuttles can run as up to seven car trains.
- These Regio-Shuttles are electro-diesel.
- The distinctive diagonal windows.
- They can carry 170 passengers at 75 mph.
- They can run as train-trams using the Chemnitz model on compatible tram networks.
The Regio-Shuttle Wikipedia entry gives more details.
This image from the press release shows the prototype RS ZERO.
It looks very similar to my pictures from Chemnitz.
I have a few thoughts.
Comparison To A Class 150 Train
A Class 150 train can carry up to 149 seated passengers at 75 mph, which is similar to the RS ZERO.
As Stadler have built trains for Greater Anglia, Merseyrail and the Glasgow Subway, I believe that Stadler could build an RS ZERO, that would fit the UK loading gauge.
In What Train Is This?, I show the standard of interior, that can be achieved by refurbishing a Class 150 train, but unlike the RS ZERO, the train won’t be zero-carbon.
Does The RS ZERO Have A Toilet?
This is a paragraph from the press release.
The prototype of the RS ZERO presented today in Berlin is a one-car vehicle with hydrogen drive. Stadler is demonstrating the numerous design options with a multi-purpose area equipped for carrying bicycles, pushchairs and bulky luggage, lounge and comfort zones, standard and privacy seats, a wheelchair space, WC and a train office.
The train appears to be able to have what an operator might need.
What Will Be The Range Of An RS ZERO On Hydrogen?
I suspect, Stadler will provide a train, that will handle the route.
Conclusion
This could be a very handy train to decarbonise branch and secondary lines in the UK.
The Anonymous Widower 