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Question: Would you welcome new class 278 trains?  (Voting closed: December 03, 2014, 11:21:24 am)
Yes, they would be good on my line - 4 (7%)
Yes, if it meant more capacity - 16 (28.1%)
Yes, if it meant more services - 12 (21.1%)
Yes, in the right places - 15 (26.3%)
Yes, but not on my line - 4 (7%)
No - 6 (10.5%)
Total Voters: 28

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Author Topic: New trains from old?  (Read 51006 times)
chuffed
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« Reply #180 on: May 06, 2018, 07:43:35 pm »

Mods ..this presentation is already highlighted in the rumour mill section.
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stuving
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« Reply #181 on: May 15, 2018, 06:00:34 pm »

And the next contender is ... Eversholt, climbing into bed with Alstom. From Railway gazette.
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Alstom and Eversholt plan fuel cell EMUs
15 May 2018


UK: Plans to fit hydrogen fuel cells to redundant electric multiple units were announced by Alstom on May 14. Confirming that ‘hydrogen technologies and solutions will play a key role in our global vision for the future’, the manufacturer said it was working with rolling stock leasing company Eversholt Rail on what it calls ‘the first substantive industry response to the government's challenge to remove diesel rolling stock by 2040’.

Alstom and Eversholt Rail are looking to ‘upcycle’ Class 321 EMUs which will be rendered surplus to requirements following the delivery of a complete new rolling stock fleet for the Greater Anglia franchise over the next two years.

Described as ‘some of the best proven electric trains on the network’, the four-car Class 321s were built at the former British Rail Engineering Ltd works in York between 1988 and 1991. Eversholt had placed a contract in 2015 for Wabtec to refurbish 30 units under its Renatus programme, and to fit new three-phase traction equipment from Kiepe.

The trains would be fitted with hydrogen storage tanks and fuel cells similar to those used on Alstom’s prototype iLint multiple-unit now on test in Germany, for which series orders have already been placed.

'We think the potential long-term application of hydrogen in the UK is very significant’, said Nick Crossfield, Managing Director, Alstom UK & Ireland. ‘Less than 50% of the UK network is electrified. Starting with this conversion, we think hydrogen could offer the right zero carbon solution for many parts of the network.’

I suppose that having been (expensively, no doubt) life extended then retired sooner than (Eversholt) expected makes those 321s prime candidates. If nothing else, the new electric boxes should make them more omnivorous when it comes to the juice.

How many are going to be done is not clear. Another report made it sound like just a couple initially, but as that was City AM it shouldn't be seen as better informed.
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eightf48544
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« Reply #182 on: May 16, 2018, 10:47:14 am »

Hoping to visit Vivarail later this month to see the new trains. Will report.
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trainbuff
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« Reply #183 on: June 07, 2018, 03:01:52 pm »

Hi all,

Just had an email from Vivarail saying that they are supplying five 3 coach trains to the  new KeolisAmey Wales and Borders franchise. This is copied and pasted below:



Vivarail is delighted to announce that it has been chosen as preferred bidder to supply a fleet of Class 230 D-Trains to KeolisAmey for the Wales and Borders franchise.

The trains will be the first to come into service as part of the new franchise and will demonstrate KeolisAmey’s commitment to providing new, high quality rolling stock to Welsh passengers.
 
Adrian Shooter, CEO of Vivarail, said “This is a very exciting day for us and we are proud to be supplying the first of the new trains for Wales.
 
“We know that KeolisAmey want to bring the best new trains to their passengers so our interior layout has been designed to do exactly that.  As well as the wide and spacious carriages the trains will have a Universal Access Toilet, WiFi, air conditioning, USB ports and 3-pin sockets.  There will be a range of seating layouts and plenty of space for bikes and luggage.  With KeolisAmey we have been determined to give passengers the very best travelling experience and the trains they deserve: modern, comfortable, reliable and environmentally-friendly.
 
“In conjunction with our partners at Creactive we have worked on a livery design that will be seen across the whole fleet.
 
“Our aim has always been to provide innovative solutions for operators and to that end I’m delighted to announce that our trains will be built as battery/diesel hybrids to cut down on emissions and make use of the exciting new technology we have developed over the past two years.  As the UK’s leading battery train manufacturer we know that emission-free trains are the future and we will continue to spearhead that development.  With this hybrid fleet we will deliver a train that is clean, green and reliable making use of GPS systems to cut out the engines in stations and environmentally-sensitive areas.
 
“Our trains will come into service in summer 2019 and will form the flagship fleet for Wales and Borders and I look forward to taking the first journey in North Wales next year.
 
“I would like to congratulate KeolisAmey in their successful bid and thank our many friends from across Wales for their active support over the last few years.”
 
Colin Lea, Mobilisation Director, KeolisAmey Wales Cymru, said: “We are proud to announce that KeolisAmey and Vivarail will provide a step-change in passenger comfort and service quality on three North Wales routes (Wrexham-Bidston, Conwy Valley, Chester-Crewe) by introducing these units, fitted with the latest passenger comfort appliances such as power supply at all seats, high-speed Wi-Fi, air-cooling, bike spaces, and a brand new seating layout reflecting the needs of the passengers on these routes.
 
“In addition, these innovative hybrid trains fitted with state of the art monitoring systems, will provide a significant change in performance and reliability, helping KeolisAmey to deliver a more reliable service for its customers.”
 
Design and build of the 3-car trains is already underway at Vivarail’s two sites and orders have been placed with the leading supplier of Universal Access Toilets based in Cwmbran.   The fleet of 5 trains will move to Wales for final testing and commissioning in early 2019.


Video of interiors here:-https://www.youtube.com/watch?v=vgLxljI43LQ&feature=youtu.be
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grahame
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« Reply #184 on: June 07, 2018, 03:06:17 pm »

They will feel really at home in the longest single track tunnel in Wales on the Conwy Valley line  Grin.   And in all seriousness, probably an excellent line for them.
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Timmer
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« Reply #185 on: June 07, 2018, 05:09:15 pm »

Hopefully these trains don’t come with the ‘optional extra’ on train BBQ.
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johnneyw
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« Reply #186 on: June 08, 2018, 11:28:11 am »

Seen a pic of the proposed red and white livery, looks quite good.
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eightf48544
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« Reply #187 on: June 08, 2018, 03:40:44 pm »

Had my trip to Long Marston.

Saw 230 002 the first three car diesel until for Bedford Bletchley.

Also had ride in the new battery powered unit very quite good acceleration. Could be a winner for self contained lines say <30 miles. I think it will depend on the viability of the charger. The plan is for a docking point in the line which the train sits and receives a charge. For safety it is only activated when the train is directly over it.

Nice disabled loo in three car, Light and airy interiors. Range of seats and layouts from comfortable to ironing boards.

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grahame
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« Reply #188 on: November 01, 2018, 03:49:05 am »

From Rail Technology Magazine

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The delivery of Vivarail’s Class 230 trains for the Marston Vale Line is behind schedule due to “technical issues” and will not be ready for their planned December introduction.

West Midland Trains and Vivarail released a joint statement saying “both partners have worked tirelessly to bring the trains into service for the December timetable change as scheduled,” but technical issues with the first train had a knock-on effect on the rest, delaying the units.

The timetable is due to change on the Marston Vale Line between Bletchley and Bedford in December, with the route forming part of the future East-West Rail service between Oxford, Bedford and eventually Cambridge.

Vivarail said it was “disappointed” that the deadline could not be met and takes full responsibility for the delay, but said it was “confident the full fleet would be ready for service in the New Year.”

Ref: http://vivarail.co.uk/vivarail-official-statement-marston-vale-line/

Quote
Adrian Shooter, CEO of Vivarail, said, “My experience in the rail industry means I am fully aware of the problems that can occur when introducing new trains and that one unforeseen event can easily overturn months or even years of planning.  That is the case here and at Vivarail we hold our hands up to that fact.  However, I am confident that my team will deliver the finished trains with a minimal delay and allow London Northwestern Railway to bring them into service soon.  I know that there is a great deal of anticipation to see the Class 230s in service and I am confident that the short wait will be worth it.”

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eightf48544
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« Reply #189 on: November 01, 2018, 10:13:04 am »

Wonder if we'll ever get a quote like Mr. Shooter's from the DfT?
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IndustryInsider
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« Reply #190 on: November 01, 2018, 11:37:59 am »

I'm looking forward to travelling on one early next year then.  Their potential is massive - especially with the new propulsion systems in development - and I hope that the general consensus within this forum that they are a 'good thing' will be realised.
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Tony (Formerly FT, N!)
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« Reply #191 on: November 05, 2018, 09:20:32 pm »

I'm looking forward to travelling on one early next year then.  Their potential is massive - especially with the new propulsion systems in development - and I hope that the general consensus within this forum that they are a 'good thing' will be realised.

I am as yet unsold.The overarching idea of having trains producing no pollution is of course appealing, but I worry about the details.

At the moment, trains are driven by diesel, or electricity, with the sole exception of the Stourbridge Junction to Stourbridge Town services. They all use propulsion systems that are proven - and so does the putative hydrogen vehicle. The motive power behind the hydrogen concept is the electric motor, just as it is in the case of the battery powered train, the diesel powered HST and of course the pure electric train. That also applies to the Perry People Mover, apart from the initial flywheel surge from recovered energy whilst breaking.

Hydrogen is the most abundant element in the universe, although sadly not on Earth. The prevalence of free hydrogen in the atmosphere is so close to zero as you can get. It is easily produced, though, but at a cost. As a schoolboy, I well remember the many experiments, some of which ended with a loud bang, where hydrogen was produced. Some involved chemical reactions, some electrolysis, but for the money shot demonstrations a cylinder of pre-produced hydrogen was needed. In Bristol's Green Jamboree, a hydrogen powered ferry plied its way through the harbour, fuelled ostensibly from a station with a photovoltaic array, but  it vanished within days of the end of the junket, no doubt frisked away to some other green event attended by the same usual suspects.
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stuving
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« Reply #192 on: December 14, 2018, 04:57:19 pm »

Vivarail appear to have jumped shipbattery supplier (from Vivarail):
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Vivarail and Hoppecke announce long-term supply of batteries for Class 230s

Dec 13, 2018

Vivarail and Hoppecke today confirmed that they will be working together to design and integrate batteries for Vivarail’s Class 230 trains.  The deal cements the relationship between the two companies for a long-term future in developing battery trains for the UK rail industry.

Vivarail launched the UK’s first passenger battery train in the last 50 years in October 2018.  The train carried hundreds of passengers over three days of service in Scotland – an event that was supported by Transport Scotland and ScotRail.

As well as demonstrating that battery trains are ready for service now, new data was collected that allowed Vivarail to assess and confirm performance data on a challenging route with many steep gradients.  The train was accompanied by its mobile charging unit which was used for a few hours each night to provide a day’s worth of charge.

A 3-car Class 230 can run for 65 miles between charges which means they are more than able to operate numerous routes throughout the UK, and active conversations are taking place with interested operators.  Battery trains enable emission-free rail travel in areas where electrification is either non- or only partially existent.  The trains are particularly suited to urban routes where authorities wish to eliminate pollution caused by traditional DMUs as well as scenic lines where the natural environment needs protecting.

With the stated desire of the Government to phase out diesel trains by 2040 Vivarail’s Class 230 is a next generation train already proven for today.  The 65 mile range exceeds the expectations of many and shows how Vivarail is leading the market with the only battery train available today in the UK.

Currently Vivarail is building a fleet of diesel/battery hybrids to operate the Wrexham-Bidston line for Transport for Wales, where the diesel gensets will be used to charge the batteries not to power the train.  This power variant gives the range of a diesel train, the performance of an EMU (with acceleration of 1m p/s/s up to 40 miles per hour) and combines it with emission-free travel.   As well as using the genset to charge the batteries the train also has regenerative braking – as do all the battery trains.

Designs for other types of hybrid trains exist including the use of existing OHL with a pantograph and transformer and 3rd rail with shoegear.  Additionally, a new hydrogen variant is being developed which, similarly to the diesel hybrid, will exceed the pure battery train’s range of 65 miles.

Hoppecke’s Lithium Ion batteries are ideally suited for the Class 230s by providing the rapid charging needed for battery trains. Simulations and performance data show that many non-electrified routes can be operated by the Class 230 battery trains and to make this possible in the short-term Vivarail has designed and patented an automatic charging system and battery bank.  This means that costs of both infrastructure upgrades and daily operation are hugely minimised – in some cases by millions of pounds.

Hoppecke are very much an established industrial battery supplier, so that's mainly Lead acid and Nicads. That might seem an odd choice, rather than a lithium specialist, but that may be good for Vivarail. Solid German (Mittelstand) engineering might be conservative, but Vivarail probably can't supply that expertise themselves.
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