The Anonymous Widower

Iarnród Éireann Looks At Diesel Loco Replacement Options

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

These three paragraphs introduce the article.

The Stadler Class 99 electro-diesel locomotive for UK operator GB Railfreight was receiving close scrutiny from Iarnród Éireann at InnoTrans in Berlin, with the Irish national operator confirming to Railway Gazette International that it had discussed with the manufacturer how the type might be adapted for operation in Ireland.

Iarnród Éireann Chief Executive Jim Meade told Railway Gazette International ‘we will eventually need to replace our aging diesel fleet with dual-mode locomotives because our freight strategy will take us down that direction after we complete our electrification programme.

‘The replacement for the class 071s and 201s eventually will have to be a bi-mode electric with some form of HVO [renewable diesel fuel] traction in the long term; even the Class 201s are beyond mid-life already.

The Class 99 locomotive is a version of the Stadler Eurodual locomotive, which is described in this Stadler data sheet.

The Wikipedia entry for the Stadler Euro Dual is also informative and lists a dozen different versions of the locomotive, that have been sold to various countries and operators.

This paragraph summarises how the design can handle different gauges and electrical voltages.

The Euro Dual was designed from the onset as a highly modular platform, allowing it to be offered to customers in various different configurations, covering various gauges and voltage systems.

I doubt Stadler would have great difficulty producing an Irish gauge locomotive capable of running on whatever electrification, the Irish erect.

Will The Irish Class 99 Have Enough Power?

The power of the various diesel locomotives are as follows.

  • Current Irish Class 071 – 1.68 MW
  • Current Irish Class 201 – 2.4 MW
  • UK Class 66 – 2.4 MW
  • UK Class 99 – 1.79 MW

It would appear that the Class 99 is less powerful than the Irish Class 201 and the UK Class 66, but the Wikipedia entry for the Class 99 says this.

The chief executive of GBRf, John Smith, reports that the Class 99, despite having a less powerful diesel engine than the Class 66, will outperform the Class 66 at low speeds. The greater tractive effort means that the Class 99 on diesel power can deliver more power at the rail than the 66.

But as the Class 99 has 6.17 MW in electric mode, the solution must be to electrify the difficult sections.

I have just looked at the Felixstowe Branch Line, which will be very much Class 99 territory. I am fairly sure, that with some short lengths of electrification on the single-track sections, any performance problems with the Class 99 on the branch could be solved.

Could The Irish Class 99 Use Hydrogen As Secondary Power?

This OpenRailwayMap shows all the railways on the island of Ireland.

Note.

  1. All railways on the island of Ireland have an Irish gauge of 1.6 m.
  2. Only the DART in Dublin is electrified with 1,500 VDC overhead.
  3. There are 2,733 km. of track.
  4. New lines are still being added and old ones have been reopened in recent years.
  5. There will surely be pressure for the Irish to decarbonise their railways, both North and South of the Northern Irish border.
  6. There are no rail connections to another country, except for the link between Northern Ireland and the Republic of Ireland, which is between two similar systems.
  7. It is unlikely, that there will ever be a rail link between the Irish gauge railways on the island of Ireland and the standard gauge railways of Europe.

Effectively, the island of Ireland has an isolated network of tracks on which they could build a zero-carbon railway system.

  • Signalling could be an off-the-shelf digital system.
  • Zero-carbon traction power could be trains powered by either electricity and/or hydrogen.
  • Both electricity and hydrogen would need substantial amounts of new rolling stock.
  • Electricity would require electrification at €1,000,000 per single track kilometer, which could be around €5.5 billion for the electrification alone.
  • Electrification would also need many bridges, stations and tunnels to be modified or rebuilt.
  • Hydrogen would need a refuelling infrastructure and could go anywhere that diesel can.
  • Hydrogen locomotives and trains, would be one-to-one replacements for diesel locomotives and trains.

It would appear that because of their geographic isolation, hydrogen could be an ideal zero-carbon fuel for the railways of Ireland.

In Do Cummins And Stadler Have a Cunning Plan?, I speculated that the electro-diesel Class 99 locomotive could be converted into an electro-hydrogen Class 99 locomotive, as Cummins are building diesel engines that can be converted into hydrogen ones.

Ireland with its unusual network could change to a zero-carbon railway in the following way.

  • Purchase a fleet of diesel locomotives and trains that can run on Hydrotreated Vegetable Oil (HVO) and be convertible to hydrogen.
  • A version of the Class 99 with or without the electrical gubbins would satisfy the locomotive replacement.
  • A version of the tri-mode Stadler FLIRT like a Class 745 train, would satisfy the train replacement.
  • All new trains and locomotives would replace the current stock and run on HVO.
  • The hydrogen infrastructure would be built.
  • The new trains and locomotives would be gradually converted to run on green hydrogen.

Within a few years, the island of Ireland would have a zero-carbon railway.

Advantages Of A Fully-Hydrogen Railway

These are a few advantages.

  • One fuel for all trains.
  • All trains and locomotives would be one manufacturer.
  • No expensive electrification.
  • Hydrogen trains and locomotives have a long range.
  • No infrastructure modification for gauge clearance.
  • Ireland has plenty of onshore and offshore wind for hydrogen.
  • Standard fuelling systems are being developed.
  • There would be no disruption as the trains changed to HVO and little disruption as they changed to hydrogen.

I believe that there would be a large increase in train usage both from locals and visitors, which can only be good for the Irish economy.

Managing The Project

This could be one of those rare projects that flows well.

  • The changeover to hydrogen could involve very little rail infrastructure work.
  • The hydrogen filling stations could be more-or-less independent of the rail infrastructure.
  • Trains and locomotives could go into service, when they are accepted and the staff have been trained.
  • Trains and locomotives would only be converted to hydrogen, as routes are made hydrogen-capable.
  • There should be no gauging problems with the new trains and locomotives.
  • There is only one train manufacturer.

Hopefully, it will all be delivered on time and on budget.

 

 

October 29, 2024 Posted by | Hydrogen, Transport/Travel | , , , , , , , , , , , | 1 Comment

Potential Tram Builders Announced For New London Trams

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

These three paragraphs outline the design of the new trams.

Transport for London has issued an Invitation to Tender for four manufacturers to design and build a new fleet of trams.

Alstom UK, CAF, Hitachi and Stadler are the four manufacturers who can now proceed to the next stage of the procurement process with Transport for London to design and build the new trams.

The new trams are expected to feature air-conditioning, real time travel info and charging points, along with areas designed for wheelchair users and those with pushchairs and luggage.

It sounds that the new trams will be to a higher standard with more comfort and interior space.

These are my observations and thoughts.

Will There Be The Same Number of Trams?

These two paragraphs indicate the number of trams.

The initial contract will be for 24 new trams to replace the oldest trams on the network – which are now nearly 25 years old.

There is an option in the contract to replace the trams that were introduced from 2012.

Could this mean, that each tram would be replaced on a one-to-one basis?

It would surely make it easy to introduce the new fleet.

Will The New Trams Be Longer?

To me, the most significant words in the article are “areas designed for wheelchair users and those with pushchairs and luggage”.

As passengers seem to want to carry more and more with them on buses, trains and probably trams in London, I believe the new trams will probably need more interior space.

Increasing the width of the tram, would probably mean gauging difficulties, but with the lengthening of some platforms longer trams might be possible.

The current trams are as follows.

  • 24 x Bombardier CR4000 – 30.1 metres – 70+138=208 = 6.9 pass/metre
  • 12 x Stadler Variobahn – 32 metres – 72+134 = 206 = 6.4 pass/metre

Note.

  1. The total number of each tram type is at the left.
  2. Seats+Standing=Total Passengers.
  3. The Bombardier trams only have a single articulation, but it looks like the Stadler ones have four.

The longer Stadler trams seem less crowded, despite carrying two fewer passengers.

I have looked at the terminal platforms on maps and it appears, that 35 metre and possibly 40 metre trams would be possible.

At least in London, passengers are used to being told not to use the end door.

A 40 metre tram could probably handle over 250 passengers based on the Stadler passenger density.

Longer Trams Could Increase Capacity By Up To 25 %

I believe my figures show this could be possible.

More Articulations Should Mean A Tighter Turning Circle

This could help operation on some existing or new sections of London Tramlink.

Would Battery Tram-Train Operation Be Useful?

CAF’s trams in the West Midlands already have batteries and Stadler’s tram-trains in Cardiff will have batteries to extend routes on rail tracks, that don’t have electrification.

In Could Beckenham Junction To Birkbeck Be Run Using Third-Rail Tram-Trains?, I detailed how third-rail tram-trains could be used between Harrington Lane tram stop and Beckenham Junction station to create more capacity.

I believe that third-rail tram-trains would work, but that Health and Safety would outlaw the concept.

On the other hand, battery-electric tram trains could probably handle the link between train and tram routes.

If I was bidding for the TramLink contract, I’d make sure the trams could be updated with a battery-electric tram-train capability.

Increasing Capacity At Elmers End Tram Stop

Elmers End tram stop, is the only terminal on the London Tramlink with a single platform.

This map from OpenRailwayMap shows the platform layout at Elmers End station.

Note.

  1. The orange lines are the Hayes Line.
  2. The mauve line is the London Tramlink.
  3. The London Tramlink has a single platform on the North-West side of the Hayes Line.

These pictures show Elmers End station and a tram in the London Tramlink platform.

Note.

  1. The bridge in the station is not step-free.
  2. The tram is a five-section Stadler Variobahn.
  3. The tram platform would appear to be able to handle a tram, that is several metres longer than the 32.0 metre Stadler Variobahn.
  4. The London Tramlink has a typical off-peak service to Wimbledon every ten minutes from Elmers End tram stop.

The Wikipedia entry for Elmers End station, says this about Tramlink developments at the station.

Work is underway to open a second tram platform and double the tram line to Arena to increase capacity. As of March 2019, vegetation has been cleared to make way for the new line. The platform was due to open in December 2020, but has been delayed.

My pictures show no ongoing work or evidence of the second Tramlink platform.

There are two main ways, that capacity can be increased at Elmers End station.

  1. Install a second platform and run more trams to the station.
  2. Run longer trams with a higher capacity.

Perhaps, Transport for London have decided, that the second way, is the best, especially, if the money saved, allows them to build a much-needed step-free footbridge at Elmers End station.

From my observations, I would estimate that Elmers End tram stop could accommodate a forty metre tram and possibly, one that was even longer.

Arena Tram Stop

The Arena tram stop, is where the Beckenham Junction and Elmers End branches join and split.

This map from OpenRailwayMap shows the platform layout at Arena tram stop.

Note.

  1. The mauve lines are the London Tramlink.
  2. The line going North-East runs to Elmers End. It starts off as double-track at Arena tram stop and quickly becomes single track all the way to Elmers End. tram stop.
  3. The line going North-West runs to Beckenham Junction.
  4. The line going South-West runs to East Croydon and Wimbledon.
  5. The platforms are on the outside of both tracks.

These pictures show Arena tram stop and some trams passing through.

Note.

  1. The tram platforms are generally a few metres longer than the trams.
  2. All tram doors are step-free to the platform.
  3. Passengers walk across the line in front or behind the trams.
  4. The platform is wide, so that passengers can stay well clear of the occasional passing tram. One picture shows a tram is signed “Not In Service”

I believe, that with some judicial platform lengthening, some selective door opening and trams stopping automatically in the right place on the platform, that longer trams could be handled in a stop like Arena.

As with Elmers End, I believe a forty metre tram will be possible, but this might not be the limit with clever design.

Handling Longer Trams At Beckenham Junction Tram Stop

This map from OpenRailwayMap shows the platform layout at Beckenham Junction tram stop.

Note.

  1. The orange lines are the Chatham Main Line.
  2. The mauve line is the London Tramlink.
  3. There are a pair of short platforms for the London Tramlink.
  1. The platforms would be difficult to extend to the East.
  2. The platforms would be difficult to extend to the West, as the map above shows a building, just to the North of the junction of the two Tramlink platforms.

These pictures show Beckenham Junction station and the London Tramlink platforms.

The Wikipedia entry for Beckenham Junction tram stop, says this about the Tramlink service.

Tram services at Beckenham Junction are operated by Tramlink. The tram stop is served by trams every 10 minutes to Wimbledon via Croydon. This is reduced to a tram every 15 minutes on Saturday evenings and Sundays.

Perhaps, the solution to lengthen Tramlink platforms at Beckenham Junction is to do the following.

  • Rebuild the building to the North of the junction of the two Tramlink platforms.
  • Extend the two Tramlink platforms to the West.
  • Move the junction between the two Tramlink platforms to the West.

These pictures show the building in detail.

Note.

  1. There is a Network Rail van outside the building.
  2. The building looks like it dates from about 2000, when the Tramlink was built.
  3. Perhaps, the building houses power supply or signalling equipment for the Tramlink.

After the modifications, operation would be the same, but longer trams could be handled.

Trams And Trains Between Birkbeck And Beckenham Junction Stations

This short section of track must be one of the most unusual and complicated in the UK.

  • There are three dual National Rail and Tramlink stations; Birkbeck, Avenue Road and Beckenham Road.
  • Each station has a single bi-directional National Rail track and/or platform.
  • Birkbeck has a single bi-directional Tramlink platform.
  • Avenue Road and Beckenham Road each have two Tramlink platforms.

Engineer; Baldrick was obviously having one of his cunning phases.

This map from OpenRailwayMap shows the track/platform layout at Birkbeck station/tram stop.

Note.

  1. The yellow line is the National Rail line between Crystal Palace and Beckenham Junction.
  2. The mauve line is the London Tramlink between Croydon and Beckenham Junction.
  3. There is no rail connection between the two lines.

Birkbeck station/tram stop has bi-directional platforms on both National Rail and London Tramlink.

These pictures were taken at the Birkbeck station/tram stop.

Note.

  1. The two bi-directional platforms.
  2. The wire fence between the tracks.
  3. The two tracks appear to be the same level, but the National Rail platforms seem quite a bit higher.

From the pictures, I would estimate that the Birkbeck tram stop platform is currently about thirty-five metres and could probably handle a forty metre tram with selective door opening.

This map from OpenRailwayMap shows the track/platform layout at Avenue Road station/tram stop.

Note.

  1. The yellow line is the National Rail line between Crystal Palace and Beckenham Junction.
  2. The National Rail line isn’t shown to have a platform.
  3. The mauve line is the London Tramlink between Croydon and Beckenham Junction.
  4. There is no rail connection between the two lines.

London Tramlink has a loop through the tram stop and each branch has a platform.

These pictures were taken at the Avenue Road tram stop.

I would estimate the the loop at Avenue Road tram stop could handle a forty metre tram and possibly one of forty-five metres, judging the loop against this thirty-two metre Stadler tram.

This map from OpenRailwayMap shows the track/platform layout at Beckenham Road station/tram stop.

Note.

  1. The yellow line is the National Rail line between Crystal Palace and Beckenham Junction.
  2. The National Rail line isn’t shown to have a platform.
  3. The mauve line is the London Tramlink between Croydon and Beckenham Junction.
  4. There is no rail connection between the two lines.

The London Tramlink has a single bi-directional platform.

There is also a loop in the London Tramlink to the East of Beckenham Road station/tram stop to allow trams to pass.

These pictures were taken at the Beckenham Road tram stop.

Note.

  1. A train conveniently came through from London Bridge to Beckenham Junction, when I was taking pictures.
  2. Several pictures show trams using the loop to the East of the tram stop.
  3. Both types of tram were pictured in the tram stop.
  4. The platform in the tram stop is wide.

From the pictures, I would estimate that the Beckenham Road tram stop platform is currently about thirty-five metres and could probably handle a forty metre tram with selective door opening.

Tram-Train Operation Between Birkbeck And Beckenham Junction Stations

I am certain that if this track was being designed today, tram-train operation would be used.

  • There would be two tracks, with one for each direction, through Birkbeck, Avenue Road and Beckenham Road stations.
  • Both tracks would have dual-height platform at each station/tram stop, so tram and train passengers got level boarding.
  • Trains would use third-rail power and trams would use battery-power.

Unfortunately, tram-trains didn’t exist, when the London Tramlink was designed.

Handling Longer Trams At New Addington Tram Stop

This map from OpenRailwayMap shows the platform layout at New Addington tram stop.

These pictures show the New Addington tram stop and the London Tramlink platforms.

If some of the grassland around the platforms was allocated to the tram stop, I suspect the platforms could be lengthened.

Handling Longer Trams At Wimbledon Station

This map from OpenRailwayMap shows the platform layout at Wimbledon station.

Note.

  1. The mauve line is the London Tramlink.
  2. There are two platforms; 10A and 10B, which are indicated with a separate dot.
  3. Platform 9, which is used by Thameslink, is the other side of Platform 10, so interchange to Thameslink is excellent.
  4. The main tram platform 9/10 is wide.
  5. The platforms are step-free to the trams, with lifts to the station bridge and the other platforms and Way Out.

I suspect that when the second platform was built, both platforms were made longer than the thirty-two metres needed for the Stadler trams.

These pictures show the two platforms.

Could another platform be created on the other side of the tracks to give better access to the tracks?

Conclusions

My first conclusion is that the London Tramlink could be run by a new fleet of the same number of trams, that were a few metres longer than the current 30.7/32 metres of the current trams.

  • I suspect that forty metre trams would be possible, with a few modifications to platforms.
  • It might even be possible to have forty-five metre trams, with a more substantial rebuild at Beckenham Junction.
  • Trams could overhang platforms and selective door opening could be used.
  • Forty metre trams would carry 25 % more passengers than the current trams.
  • The Elmers End and Wimbledon terminals already seem to be capable of handling forty metre long trams and possibly could take trams a few metres longer.

I suspect that Elmers End and Wimbledon, could be the first route, where the longer trams were introduced, as the trams should be able to shuttle between the two end terminals to the current timetable.

The New Addington tram stop would be brought into operation next.

  • Platforms would be lengthened as required.
  • Trams operate a frying pan loop from New Addington to Croydon, with an Off Peak frequency of 7-8 minutes.
  • I suspect that one platform won’t be able to handle this frequency.
  • The last point probably means that the two platforms will need to be lengthened.

Works at the New Addington tram stop could be tricky, but not substantial.

Initially, the service to Beckenham Junction could be run by the existing Stadler Variobahn trams.

I believe that a lot of work will need to be done to get Beckenham Junction ready for the new trams if they are longer, which I suspect they are.

  • The Network Rail installation will have to be relocated.
  • The two platforms will have to be lengthened.

I suspect the works will be substantial.

But I do believe, that there is scope to plan all the works at the terminals, so they can be done efficiently, whilst at least maintaining a partial service.

My second conclusion, is that it will be possible to build a financial model, which shows infrastructure costs against tram lengths.

Longer trams will cost more and cost more for infrastructure, but they will carry more passengers and collect more fare revenue.

September 15, 2024 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , | 1 Comment

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.

  1. The Regio-Shuttles can run as up to seven car trains.
  2. These Regio-Shuttles are electro-diesel.
  3. The distinctive diagonal windows.
  4. They can carry 170 passengers at 75 mph.
  5. 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.

 

 

September 1, 2024 Posted by | Hydrogen, Transport/Travel | , , , , , , , , , , , , | 4 Comments

Hydrogen And Electric Propulsion Compared

Stadler have given us an interesting way of comparing the range and other properties of hydrogen-powered and battery-electric trains, as their Flirt H2 and Akku trains have both set Guinness World Records for distance travelled.

The Hydrogen-Powered Flirt-H2

In Stadler’s FLIRT H2 Sets World Record For Hydrogen Powered Train, I write about how a Stadler Flirt-H2 had set a record of 2803 kilometres, without refilling.

This page on the Stadler web site gives details of the Flirt-H2.

  • Hydrogen Range – 460 km.
  • Operating Speed – 127 kph
  • Refuelling Time – < 30 minutes
  • Seats – 116

This graphic clipped from the Stadler web site shows the Flirt-H2.

Like Greater Anglia’s Class 755 train, it has a PowerPack in the middle, which contains a fuel cell and the hydrogen tank, instead of the Class 755 train’s diesel engines.

The Battery-Electric Akku

In Flirt Akku And Class 755 Train Compared, I compare a Flirt Akku and Greater Anglia’s Class 755 train, after the battery-electric Akku had set a record of 224 kilometres, with recharging.

This page on the Stadler web site gives details of the Flirt Akku.

  • Battery Range – 150 km
  • Operating Speed – 160 kph
  • Chrging Time – 15 minutes
  • Seats – 120-180

This graphic clipped from the Stadler web site shows the Flirt Akku.

At a quick glance, the trains seem to be fairly similar, with the exception of the PowerPack.

  • Both have regenerative braking.
  • Both have the battery and the power converter on the roof.
  • I would expect that the Flirt-H2 could be fitted with a pantograph and a transformer.
  • Both trains have two passenger carriages.

I also suspect, both trains can be lengthened by adding extra coaches.

These are my thoughts.

Thoughts On The PowerPack In A Flirt-H2

This picture shows the PowerPark car of a Class 755 train.

Note.

  1. These PowerPacks have slots for up to four 480 Kw diesel engines.
  2. PowerPacks on a Class 788/4 train with four diesel engines weighs 27.9 tonnes.
  3. PowerPacks on a Class 788/3 train has two diesel engines.
  4. In the UK, trains with PowerPacks have up to four passenger cars.
  5. The PowerPack has a walkway from one end of the car to the other.

As customers, might like to replace their diesel PowerPacks, with something that was zero-carbon, I would expect, that the hydrogen PowerPack would have the following properties.

  • Hydrogen and diesel PowerPacks would be interchangeable.
  • The hydrogen PowerPack would come in two handy sizes of hydrogen fuel cell; 0ne and two MW.
  • The weight of both hydrogen and diesel PowerPacks would be similar, as if power and weight were similar, then this could help certification.
  • The Flirt-H2 for California, which would only have two passenger cars, would have the smaller hydrogen fuel cell.

I would expect that a conservative designer would use any spare space for hydrogen storage.

  • Perhaps, there would be one tank either side of the walkway.
  • The quoted range of 450 kilometres for the Flirt-H2 is just under 300 miles, so it would probably cover most regional round trips in Europe without refuelling.
  • On many routes refuelling would only need to be done once-per-day.
  • Refuelling can be some distance from operation.
  • Large tanks would explain the thirty minutes refuelling time.

Obviously, large tanks have the collateral benefit of setting distance records.

The Kinetic Energy Of A Flirt-H2 Train

In My First Rides In A Class 755 Train, I calculated the kinetic energy of a Class 755/4 train.

I said this.

I will use my standard calculation.

The basic train weight is 114.3 tonnes.

If each of the 229 passengers weighs 90 kg with Baggage, bikes and buggies, this gives a passenger weight of 20.34 tonnes.

This gives a total weight of 134.64 tonnes.

Using Omni’s Kinetic Energy Calculator gives these figures for the Kinetic energy.

  • 60 mph – 13.5 kWh
  • 100 mph – 37.4 kWh
  • 125 mph – 58.4 kWh

If we are talking about the Greater Anglia Class 755 train, which will be limited to 100 mph, this leads me to believe, that by replacing one diesel engine with a plug compatible battery of sufficient size, the following is possible.

  • On all routes, regenerative braking will be available under both diesel and electric power.
  • Some shorter routes could be run on battery power, with charging using existing electrification.
  • Depot and other short movements could be performed under battery power.

The South Wales Metro has already ordered tri-mode Flirts, that look like Class 755 trains.

The calculation for a Flirt-H2 train is as follows.

Train Weight – 82.3 tonnes

Passenger Weight – 10.4 tonnes

Total Weight – 92.7 tonnes

This gives these kinetic energies

  • 60 mph – 9.3 kWh
  • 79 mph – 16.0 kWh
  • 100 mph – 25.7 kWh

It looks like the 79 mph; Flirt-H2 would only need  a 16 KWh battery.

It seems when a battery is not for traction and only handles the regenerative braking, it can be surprisingly small.

Mathematical Advantages Of Hydrogen

I do wonder that on balance, there may be mathematical advantages to hydrogen; long range, less frequent refuelling and small batteries.

But as I indicated in Zillertalbahn Hydrogen Plan Dropped In Favour Of Battery Traction, the decision doesn’t always go hydrogen’s way!

Conclusion

I feel Stadler have the right approach of a modular concept that incorporates both hydrogen-powered and battery-electric trains.

I also think, if you have a route, you want to decarbonise, Stadler have the train for you.

April 9, 2024 Posted by | Hydrogen | , , , , , , | Leave a comment

Zillertalbahn Hydrogen Plan Dropped In Favour Of Battery Traction

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

I wrote about this order in Zillertalbahn Orders Stadler Hydrogen-Powered Trains.

I didn’t blog about it but I remembered an article a few years ago about Stadler getting an order from the Zillertalbahn.

It appears the change is down to improvements in battery technology.

Narrow-gauge battery-electric multiple units must be right up Stadler’s street, as they built the new trains for the narrow gauge Glasgow Subway.

 

April 9, 2024 Posted by | Hydrogen, Transport/Travel | , , , , , | 1 Comment

Glasgow Subway’s New Trains Enter Service

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

These two paragraphs outline the story.

New modernised trains have come into passenger service on Glasgow’s subway.

The first two trains were introduced by Strathclyde Partnership for Transport (SPT) on Monday.

Note.

  1. Modernised is probably the wrong word. Surely, it should be modern, as the others are nearly fifty years old.
  2. The new trains will have wheelchair spaces and air-conditioning.
  3. The BBC has a video in their article.

They look good and I can’t wait to get up to Glasgow to see them.

December 13, 2023 Posted by | Transport/Travel | , | 1 Comment

UK Rail Operations Group Gets The Keys To Their Tri-Mode Locomotive

The title of this post, is the same as that of this article on RailFreight.com.

This is the sub-heading.

A Green Milestone, in every sense. Delivered in an eye-catching livery reminiscent of British Racing Green, Rail Operations Group may well have called the delivery of their first Class 93 tri-mode locomotive, a leap forward in reshaping the future of operations. It is certainly an environmental first strike on behalf of the rail industry in the race to a net-zero carbon economy.

Note.

  1. There are thirty on order.
  2. It can haul both freight and passenger trains.
  3. It has a maximum speed of 110 mph.
  4. The development history in the Wikipedia entry is a good read.

It certainly looks an impressive locomotive and the livery will get it noticed. But then you don’t hide your best light under a bushel!

Operations

This section in the Wiki9pedia entry is entitled Proposed Use, where this is said.

ROG intends to pair the locomotive with a new generation of freight wagons that would run at a maximum speed of 100 mph (160 km/h), comparable to that of contemporary passenger trains. Trains formed of such wagons would be easier to insert into timetables around and between existing passenger trains, increasing flexibility and potentially creating capacity for more freight trains on the national network.

In addition to freight, the Class 93 has also been designed to accommodate the haulage of passenger stock, including a variable-height Dellner coupling and a three-step Westcode brake in addition to its conventional two-pipe air brake.

The Class 93 locomotives will surely be very impressive hauling freight heavy trains to and from Felixstowe, on the electrified Great Eastern Main Line sandwiched between the 100 mph express passenger trains.

  • What weight and length of train, these locomotives can haul in and out of Felixstowe?
  • What destinations will they be able to reach using the electrification from Ipswich?
  • Will they be able to take shorter trains to the Midlands via Ely and Leicester?

It will be interesting to see where these locomotives operate.

October 26, 2023 Posted by | Transport/Travel | , , , , , | Leave a comment

Southeastern Keen On Battery EMUs

The title of this post, is the same as that of a small section in the August 2023 Edition of Modern Railways.

This is said.

Southeastern is to seek pre-qualification interest from manufacturers and leasing companies for a replacement fleet for the Networker Class 465 and 466 inner-suburban stock, now over 30 years old. The company intends to compare the price of new and cascaded stock.

Southeastern MD Steve White told Modern Railways his preference is for a bi-mode EMU, capable of working off both the third rail supply and batteries. Battery EMUs were originally proposed for the Networker replacements so they could work through services to the unelectrified Isle of Grain branch, after Medway Council put forward plans to restore passenger services on the Hoo peninsular to serve new housing there.

Despite the extension of services to Sharnal Street on the Isle of Grain having since been put on hold by Medway Council on cost grounds (p13, May issue).

Southeastern is still pursuing battery EMUs, even though the company’s existing network is all electrified on the third rail system.

Merseyrail is already adopting battery EMU technology, with seven of the new fleet of 53×4-car Class 777 units being equipped with batteries to enable them to serve the unelectrified extension to Headbolt Lane (p82, July 2022 issue).

Mr. White says there are a number of reasons battery EMUs are attractive.

    • Increasing levels of mental health issues in society have led to trespass being a major issue the railway: battery EMUs would make it feasible to keep trains moving at slow speed when the current supply has to be switched off to protect a trespasser.
    • Battery EMUs would be able to keep moving on occasions when the third rail supply fails, due to technical failures or ice on the conductor rail. This would avoid the compounding of problems, as when delayed passengers got out on the track at Lewisham in March 2018 when the third rail iced up, forcing Network Rail to cut the electricity supply and making it more difficult to get trains moving again.
    • Battery EMUs would make it feasible to remove third rail from depots, making them safer places in which to work. A train cleaner was electrocuted and died at West Marina depot in St. Leonards in May 2014, and the Office of Road and Rail has well-publicised concerns on safety grounds about any extensions to the third rail system.
    • Battery EMUs would be able to cater for service extensions on unelectrified lines, such as the Isle of Grain.

Mt. White says the trespass issue is the major driver, and if the principle of battery EMUs becomes established it might prove feasible to remove the third rail from platform areas at inner-suburban stations with a persistent trespass problem. He points out this approach might unlock extension of third rail to routes such as the Uckfield line, allowing station areas to be left unelectrified. Replacement of DMUs by electric stock on the Uckfield branch would eliminate diesel working at London Bridge, with air-quality and carbon removal benefits for the capital.

There are a 5-star hotel and a major hospital close to the diesel-worked plstform at London Bridge.

I will now look at some of the issues in detail.

Range Of A Battery EMU

I discuss range of battery EMUs in these posts.

Note.

  1. Both trains are built by Stadler.
  2. 135 km. is 84 miles.
  3. A Bombardier engineer told me eight years ago, that the prototype battery-electric Class 379 train had a range of sixty miles.

I feel it is reasonable to assume that a 100 mph battery-electric train, designed to replace Southeastern’s Networkers could have a range of at least sixty miles.

Distances Of Cannon Street Metro Services

These are distances of services from Cannon Street.

  • Erith Loop via Greenwich, Woolwich Arsenal and Bexleyheath – 28.5 miles
  • Gravesend – 24.5 miles
  • Orpington – 12.6 miles
  • Grove Park – 7.1 miles
  • Slade Green – 14.5 miles

Note.

  1. The Erith Loop services start and finish at Cannon Street station.
  2. The Gravesend service terminates in an electrified bay platform.
  3. The Orpington service terminates in an electrified bay platform.
  4. Grove Park and Slade Green are depots.

If trains could be fully charged at Cannon Street station, all services out of the station could be worked by a battery EMU with a range of forty miles.

Charging At Cannon Street

Consider.

  • All Cannon Street services arrive at the station via London Bridge station.
  • All Cannon Street services leave the station via London Bridge station.
  • Trains typically take 4-5 minutes between Cannon Street and London Bridge station.
  • Trains typically wait at least 7 minutes in Cannon Street station before leaving.
  • Typically, a battery EMU takes fifteen minutes to charge.

A train running from London Bridge to London Bridge would probably take a minimum of fifteen minutes, which should be enough to charge the train.

The track between London Bridge and Cannon Street would need a strong level of protection from trespassers.

I suspect that with some slight timetable adjustments, all Cannon Street services  could be run using battery EMUs.

Distances Of Charing Cross Metro Services

These are distances of services from Charing Cross.

  • Maidstone East – 38.9 miles
  • Dartford – 17.1 miles
  • Gravesend – 23.8 miles
  • Hayes – 14.3 miles
  • Sevenoaks – 22.2 miles
  • Grove Park – 8 miles

Note.

  1. The Gravesend service terminates in an electrified bay platform, which could be used to charge the train before return.
  2. The Maidstone East service terminates in an electrified platform.
  3. Grove Park is a depot.

If trains could be fully charged at Charing Cross station, all services out of the station could be worked by a battery EMU with a range of fifty miles.

Charging At Charing Cross

Consider.

  • All Charing Cross services arrive at the station via London Bridge station.
  • All Charing Cross services leave the station via London Bridge station.
  • Trains typically take 10 minutes between Charing Cross and London Bridge station.
  • Trains typically wait at least 7 minutes in Charing Cross station before leaving.
  • Typically, a battery EMU takes fifteen minutes to charge.

A train running from London Bridge to London Bridge would probably take a minimum of twenty minutes, which should be enough to charge the train.

The track between London Bridge and Charing Cross would need a strong level of protection from trespassers.

I suspect that with some slight timetable adjustments, all Charing Cross services  could be run using battery EMUs.

Distances Of Victoria Metro Services

These are distances of services from Victoria.

  • Gillingham – 37.2 miles
  • Orpington – 14.7 miles
  • Dartford – 18.9 miles

Note.

  1. The Orpington service terminates in an electrified bay platform.
  2. The Gillingham service terminates in an electrified bay platform.
  3. The Dartford service terminates in an electrified platform.

If trains could be fully charged at Victoria station, all services out of the station could be worked by a battery EMU with a range of fifty miles.

Charging At Victoria

Consider.

  • All Victoria services arrive at the station via Shepherds Lane junction.
  • All Victoria services leave the station via Shepherds Lane junction.
  • Trains typically take five minutes between Victoria and Shepherds Lane junction.
  • Trains typically wait at least 7 minutes in Victoria station before leaving.
  • Typically, a battery EMU takes fifteen minutes to charge.

A train running from Shepherds Lane junction to Shepherds Lane junction would probably take a minimum of seventeen minutes, which should be enough to charge the train.

The track between Shepherds Lane junction and Victoria would need a strong level of protection from trespassers.

Conclusion

It certainly appears that if the Networker Class 465 and Class 466 trains were replaced by new trains with the following specification.

  • 100 mph operating speed.
  • Range of fifty miles on battery power.
  • Ability to charge batteries in fifteen minutes.
  • Third-rail operation
  • It might be an idea to add a pantograph, so the trains could use 25 KVAC overhead wires where necessary and charge batteries on a short length of overhead electrification.

Then a substantial part of the Southeastern Metro network could be made safer, by selective removal of third rail at trespassing hot spots.

 

August 12, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , | 18 Comments

Wales’ Inaugural Hybrid Train Service Launches On The Borderlands Line

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

These are the first two paragraphs.

Today marks a historic day for the Welsh rail sector, seeing the introduction of the first battery-hybrid trains used in regular passenger service on the Borderlands Line between Wrexham and Bidston, as announced by Transport for Wales (TfW).

The inaugural service for the Class 230 trains left Wrexham Central at 07:31, following months of testing and crew training.

Unfortunately, it didn’t go very well, as some trains were late and there were several rail replacement buses and cancellations.

I’m afraid, Vivarail’s ambitious project is starting to look like a heroic failure.

Could Stadler Rescue The Borderlands Line?

Perhaps the solution for the Borderlands Line, which is only 27.5 miles each way, is to ask Stadler for an estimate to extend Merseyrail’s Class 777 trains to Wrexham Central station.

  • Trains would use battery power between Bidston and Wrexham.
  • Passengers would not need to change trains to go between Liverpool and Wrexham.
  • Trains would go round the rail loop under Liverpool, where they would charge their batteries.
  • There may need to be some form of charging in Wrexham.

I’m sure the good people Merseyside and North Wales wouldn’t object, but the politicians in Cardiff might!

The UK-Wide Need For Self-Powered Trains

Consider.

  • The UK needs a substantial number of two-, three- and four-car self-powered trains.
  • A proportion of these trains will run on partially-electrified routes.
  • 100 mph trains would be preferable.
  • Some routes would need trains capable of using third-rail electrification.

They are also needed urgently.

Will Mark 3’s Save The Day?

Consider.

  • The only Mark 3 electric multiple units still running or in a state good enough to be converted are the thirty-four three-car Class 320 trains and perhaps fifty four-car Class 321 trains.
  • Class 317 and Class 318 trains are probably too old to convert.
  • A Class 319 train is a very inferior train from a passengers point of view to the Class 321 Renatus.

As some of these like the thirty Class 321 Renatus have been refurbished and given AC transmissions, it might be a good idea to build a few prototypes and try them out on various routes to assess their quality, reliability and performance.

But this route would only give about eighty three- and four-car trains.

It wouldn’t supply any two-car trains.

Sadly, the twenty-four two-car Class 456 trains, which could have been converted have all been recently scrapped.

Are There Any Other Trains That Can Be Converted?

There are several fleets of modern trains, that might be available.

  • Four-car Class 350 trains
  • Four-car Class 360 trains
  • Four-car Class 379 trains
  • Four-car Class 386 trains

There may also be some three- and four-car Bombardier Electrostars.

Again, there is a shortage of two-car trains, except for thirty-nine Class 466 trains.

  • They are Networkers.
  • They were built in the 1990s.
  • They were refurbished ten years ago.
  • They are third-rail trains.
  • They are not in bad condition.
  • Their operating speed is only 75 mph.

But they would probably be a hard train to convert and would only be a stopgap.

Conclusion

I am led to the conclusion, that there is a large gap in the UK rail network for a two-car train with this specification.

  • Battery-electric operation.
  • 100 mph operation
  • Battery range of at least eighty miles.
  • Quality interior.
  • Ability to run on 25 KVAC  overhead and/or 750 VDC third-rail electrification.
  • Ability to add a third-car in the middle to create a three-car train.

Effectively, they would be a replacement for the Class 170 diesel trains.

 

April 3, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , , , | 9 Comments

Universal Hydrogen And Railway Locomotives

On the product page of the Universal Hydrogen web site, there is a section, which is entitled Other Transportation Applications, where this is said.

Our lightweight, aviation-grade modular hydrogen capsules can be used in a wide range of transportation applications where weight, safety, and speed of refueling are important. We are working with partners in automotive, heavy equipment, maritime, and railroad domains. If you have an application that can benefit from our global modular green hydrogen distribution network, please get in touch!

I believe that the railway locomotive of the future will be hydrogen-electric. And so do some of the UK’s rail freight companies, judging, by some of their press releases.

  • It would have an electric transmission. like most locomotives today, such as the UK’s Class 66, Class 68, Class 70, Class 88, Class 93 and the upcoming Class 99 locomotives.
  • It will be able to use 25 KVAC overhead electrification, where it exists.
  • Hydrogen-power will be used, where there is no electrification.

The lowest-carbon of the locomotives, that I listed, will probably be the Class 99 locomotive.

  • Thirty have been ordered by GB Railfreight, from Swiss company; Stadler.
  • The locomotives will be built at Valencia in Spain.
  • It will have up to 6 MW, when running using electrification.
  • It will have up to 1.6 MW, when running using a Cummins diesel, with a rating of 2,150 hp.
  • Because a proportion of UK freight routes are electrified, it is likely that these locomotives will substantially reduce carbon emissions for many locomotive-hauled operations.

It should be noted that Cummins are heavily into hydrogen and their philosophy seems to embrace families of engines, which are identical below the cylinder head gasket, but with appropriate cylinder heads and fuel systems, they can run on diesel, natural gas or hydrogen.

I wouldn’t be surprised to find out that the Class 99 locomotive will have a diesel engine, that has a hydrogen-powered sibling under development at Cummins.

With perhaps a power on hydrogen of about 2.5 MW, these zero-carbon locomotives would be able to handle upwards of ninety percent of all heavy freight trains in the UK.

These are further thoughts.

Alternatives To Cummins Hydrogen Internal Combustion Engines

There are two main alternatives, in addition to similar engines from companies like Caterpillar, JCB, Rolls-Royce mtu and others.

  • Fuel cells
  • Gas-turbine engines.

Note.

  1. Universal Hydrogen and others have fuel cells, that can probably deliver 2.5 MW.
  2. Universal Hydrogen use Plug Power fuel cells.
  3. Rolls-Royce have developed a 2.5 MW electrical generator, based on the engine in a Super Hercules, that is about the size of a typical beer-keg. I wrote about this generator in What Does 2.5 MW Look Like?.

Cummins may be in the pole position with Stadler, but there are interesting ideas out there!

Cummins have also indicated, they will build hydrogen internal combustion engines at Darlington in the UK.

Would One Of Universal Hydrogen’s Hydrogen Capsules Fit In A Railway Locomotive?

These are various widths.

  • Class 66 locomotive – 2.63 metres.
  • ATR72 airliner – 2.57 metres.
  • DHC Dash-8 airliner – 2.52 metres
  • Class 43 power car – 2.74 metres

I suspect that even if it was a bit smaller a hydrogen capsule could be made for a UK locomotive.

How Big Is The Market?

The UK has around five hundred diesel railway locomotives.

 

March 5, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , | 8 Comments

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