The end of Diesel trains?

By Chris Howe


On the 12th of February 2018 the Minister for transport Jo Johnson MP announced that he "would like to see us take all diesel-only trains off the track by 2040". This being the same deadline set by the government to ban the sale of all petrol and diesel cars. The announcement got little press attention considering the Minster had set such an ambitious target, which if it was to be achieved would require a huge investment by the government.

The devil though is in the detail, two little words which water down the announcement from one which could have involved large-scale electrification being put back on the table, to one which simply pays lip service to the environmental debate. The two words being "Diesel-only", very carefully chosen as not to undermine the £5bn investment that is being made in a fleet of new trains to replace the aging HST fleet. Why? Because the new trains which are only now coming into service and are expected to be in service for 30 or 40 years have diesel engines fitted to provide power on non-electrified routes.

A soon to be replaced HST passes Honeybourne station. This route does not fall within the GWML electrification programme, therefore any new trains serving on this route will require diesel power for the foreseeable future. 

If the 2040 deadline had been for all diesel-powered trains it would mean removing the engines from a fleet of trains which by that time will be little over 20 years old, no big deal however because they were designed with this in mind, as/when electrification was extended. BUT, this would mean the government would only have 22 years to fund, plan and complete the electrification of many hundreds of miles more of railway than already planned.

22 years does seem a long time, however Just to remove the engines from the new class 800s and 802s which will be operated by Great Western Railways would mean extending the wires from Cardiff to Swansea, Oxford to Worcester and Bath to Penzance. This alone may be achievable, but it is hard to see how any other routes such as Midland Mainline and TransPennine could be electrified with the time allowed, given that the GWML electrification programme, is billions of pounds over budget, behind schedule and has been de-scoped with electrification between Cardiff and Swansea now cancelled

9 years since GWML electrification was announced and still there's a year to go before trains will be running on electricity only between London and Cardiff, whilst other routes such as Oxford to Didcot Parkway will have to wait a further 2 years. So in all, it will have taken 11 years from go-ahead to completion to electrify 235 miles of railway. Such is the scale of the challenge just to electrify the GWML other schemes have had to be deferred or cancelled altogether.

So we are left with a ban on "diesel-only" trains, this gives a reprieve to bi-mode trains such as the class 800s and others currently on order. But what of the class 195s, yet to enter service are hailed as the much-anticipated replacement for Northern Rail's fleet of loathed Pacers? These new trains will be "diesel-only" and will operate in some cases on lines with no wires for most of their length and for which there are no current plans for wires. By the time we get to 2040 the trains will be little over middle aged and given the cost of rolling stock the owners would surely hope to get 30-35 years out of their investment.

One of the soon to be replaced Pacers sits at Chester station, these trains will be replaced by modern diesel-only DMUs

The 2040 announcement whilst ostensibly sounds like great news for environmentalists and passengers, it could seriously jeopardise investment in new rolling stock in the near future. Who would want to invest in a new fleet of diesel-only trains which may only be in service 20 years or less? The Wales and Border franchise which is soon to be taken over by a new company still has a fleet of 30 Pacers and across the country there are 1000 aging diesel Sprinter units which will have to be replaced within the next 10 years.

Hydrogen fuel cell power is one option being investigated but plans are only now being put in place to test such trains in the UK, so hydrogen-powered trains won't be carrying passengers in the UK for at least 5 to 10 years. This leaves a gap in which time rolling stock owners may choose not to invest in new trains and try to keep trains running which are already well past their best, heck it could mean a few Pacers still being in service well into the late 2020s.

Class 230 "D-Train" being developed could be one answer for the short/medium term, using second-hand aluminium bodies these trains could be pressed into services quickly and provide a return on any investment in well under 20 years. 

I hate to be cynical about the railway but I think setting such a deadline could have a negative impact in the short to medium term, it relies too much on the assumption that unproven technology (at least in the railway sense) such as batteries and/or hydrogen fuel cells will be a viable solution in just a few years time. 

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Electrification - what went wrong?

I don't normally like to write negative or political headlines, however reading the news about the announcement that electrification schemes are to be scrapped on Thursday (20th July) caused me to reflect on promises made by Government back in 2012

The CP5 HLOS (Control Period 5, High Level Output Specification) published in 2012 was full of promises and seemed a real boon for the rail industry. Electrification of the GWML between London to Cardiff, Oxford and Newbury was finally given the go ahead after being delayed in 2010.

Midland Mainline, North West, Transpennine and other electrification schemes were also announced, all due to begin in or be completed during CP5 which covered the period from 2015 to 2019. A map produced by the Department for Transport which set out ambitious plans can still be found here.

Now it seems that a number of these electrification projects will not go ahead, on Thursday (20th July) the Department for Transport announced that electrification of the GWML between Cardiff and Swansea will no longer go ahead, nor will the electrification of the Midland Main Line. Planned electrification of the section of railway in the Lake District between Oxenholme and Windermere has also been cancelled. 

GWML electrification

Cost overruns and delays to the GWML electrification programme could be one reason why the government has lost its appetite for further electrification. The upgrade of the GWML was first costed at around £600m to £800m, however the budget now stands at £2.8bn. 

Great Western Railway will begin to phase out HSTs later in 2017 as they begin to deploy new bi-mode IEP sets. 

Problems such as Network Rail's approach to planning in which permissions were sought for changes to each individual structure rather than for large sections [1], the much lauded high output electrification train did not initially deliver the intended level of output and difficulty designing and installing OHLE on listed structures all contributed to cost overruns and delays.

In hindsight it seems that government plans to electrify so much of the network in a relatively short period of time were overly ambitious. After years of under investment and not having electrified a main line since the ECML was completed in 1991 the UK rail industry simply did not have the skilled workforce, expertise required nor the right equipment to undertake such a large programme of electrification.

There were problems too with the North West electrification programme, although 2 key sections between Liverpool and Manchester were completed in 2015, phases 3 to 7 were delayed after Network Rail and main Contractor Balfour Beatty agreed that the company would not continue with the project.

What went right?

It's not all doom and gloom, it would be unfair to say that Network Rail has failed or that improvements have not been delivered. Key projects across the network have been completed in the 5 years since the CP5 HLOS was announced.

Electric trains began operating between Liverpool and Manchester in March 2015 providing improved journeys for passengers and more capacity. In 2013 new electric trains were operating between Manchester and Scotland which was one of the most crowded routes outside of London. It is also anticipated that the final phases of the North West electrification programme will be completed in early 2018, with the exception of Oxenholme and Windermere.

The very first public passenger service using electric trains between Liverpool and Manchester

A £750m project to improve Birmingham New St Station was also completed in 2015, with a new 3,300 square metre atrium which is now filled with light thanks to an impressive plastic and steel roof. 

The ETFE roof that now covers the "Grand Central" atrium at Birmingham New St

 

The Edinburgh Glasgow Improvement Programme (EGIP) which aims to upgrade key junctions and infrastructure as well as electrification has been underway since 2013, with electrification between Glasgow and Edinburgh expected to be complete by Autumn 2017.

Crossrail may steal the show in London (in terms of rail infrastructure) but the ThamesLink Programme which hasn't been without its controversy has been steadily transforming a crucial part of London's rail network since 2009. 12 car trains began operating between Bedford and Brighton in 2011 and brand new class 700 trains began arriving in 2016.

New look platforms at London Birdge which had already been completed by 2015

 

The last element to be completed which is also one of the largest and most complex elements of the project has been the transformation of London Bridge, work began back in 2013 and due to be completed by 2018.

There are numerous other projects planned, underway or complete which are listed on Network Rail's website

The future is bi-mode?

Part of "what went wrong" isn't anything to do with budget or planning, but rather Government oversight. In the past 5 years rolling stock technology has advanced significantly. The bi-mode class 800 IEP trains once thought to be a stopgap have turned out better than many expected, even with diesel engines fitted, passengers will enjoy benefits of modern trains, quicker journeys and extra capacity.

Hull Trains, Transpennine Express and Abellio East Anglia have all ordered various bi-mode diesel-electric trains, which will be able to take advantage of the parts of the network that are electrified, whilst also being able to operate on non-electrified lines.

Alternative forms Motive power have also advanced significantly, Alstom has already begun testing a hydrogen fuel cell powered train in Germany and a battery powered train has already been tested on the UK rail network.

The fuel cell powered Coradia iLint built by Alstom has already been tested up to a speed of 80km/h, with hopes to operate the first test passenger services in 2018.

In 2015 Network Rail trialled a battery-powered passenger train between Harwich International and Manningtree, a Class 379 Electrostar was fitted with lithium iron magnesium phosphate batteries which provided enough power to propel the train for about 96km

In the West Midlands battery technology will be retrofitted to 21 of Midland Metro Urbos 3 trams in order to remove the need for the installation of OHLE "in architecturally sensitive areas". The extension of the Midland Metro from New Street station to Centenary Square, which is due to open in 2019 will run through Victoria Square without the installation of overhead line equipment.

Birmingham New St, currently the last stop until the new extension is completed in 2019

 

So, what can we conclude from all this? Despite my initial feeling of pessimism on Thursday morning, after reflecting on the news and reading Nigel Harris' comment about bi-mode technology in Rail issue 831, I feel that whilst it is not a good news story, it is not particularly bad news for the industry or passengers either.

The story will make news headlines for a few days, there will be plenty of analysis for weeks if not months and it will also fuel more anti HS2 feeling. But I think that when all is said and done commuters will go on as normal, not paying much attention to the improvements going on around them, just glad to get a seat, decent wifi, charging point and for the train to be on time.

Isn't it really only people (myself included) who are interested in the railway who care what actually powers the trains? 

My only one concern and it's a big one, is the environment. Diesel fuelled bi-modes will undoubtedly have their place on the network for decades, but I hope and I would urge the government to seek to quickly move to other (greener) forms of power such as battery and or fuel cell technology sooner rather than later. 

I also believe electrification should continue as and when budget and resources allow, but it is unrealistic to think that the remaining 60% UK's network that is not yet electrified can be done so quickly. 

Further analysis of Trans-Pennine electrification and a suggested "Crossrail North" can be found here

I would also encourage readers to take a look at an excellent article on the subject by Joe Dunckley which can be found here 

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Railtex 2017, rolling stock highlights

2017 feels like and important year for the rail industry with the go ahead given to construct HS2 between London and the West Midland and the start of the procurement process for the trains that will eventually run at speeds of up to 360km/h between between Birmingham and London from 2026.

It is clear that most of the biggest train builders are vying for the valuable £2·75bn contract to build the trains for phase 1, not just for the monetary value but also for the prestige of building what will become iconic trains within the UK. 

Alstom was keen to highlight the fact that they already play a key roll within the UK rail industry and employ 3200 people in the UK. Alstom was also keen to demonstrate innovations such the tilting class 390 Pendolino which cut journey times on the WCML and the trainscanner technology being used to inspect and spot potential problems with the Pendolinos that Alstom maintains.

Alstom has installed 2 Trainscannes in the UK which can detect problems that may occur with the Pendolino fleet.

Alstom is not the only contender who can claim to have a UK workforce and provide innovative solutions. Hitachi who are a relative newcomer to the UK rail market already employ 1000 people within the UK and are themselves introducing innovations to the UK rail network.

In the coming years Hitachi's AT300 or class 800/01/02's will soon be a common sight on the East Coast and Great Western lines and Transpennine Express routes. The 800 and 802 units will be able to operate under electric power from 25kv overhead lines, but crucially will also be able to operate on non-electrified routes thanks to the powerful MTU diesel engines that will be installed underneath the carriages.

Keen to highlight their reputation as a "key player in the development of the Shinkansen", Hitachi had what it is calling "the British bullet train" on display which is aimed squarely at HS2.

Model of the AT400 "British bullet train" on display

Chinese CRRC Corporation had yet again brought it's own delegation to the UK with a wide array of rail vehicles on display, it is clear they are keen to enter the UK rail market. Although they have not yet sold any trains to the UK, I wouldn't rule them out for HS2, CRRC has experience building 380km/h trains for the extensive Chinese high-speed network. 

The CRRC display with an example of the high-speed EMU on offer

In non-HS2 related news, another relative newcomer the the UK rail market, Stadler had a number of trains on display, some that are already on test within the UK and others that we will soon see arriving into the UK.

As someone who frequently uses Merseyrail network I was excited to take a look at the new trains that will replace the ageing class 507/8 fleet. The new EMUs designed specifically for the Merseyrail network will provide step free access (a first for the UK classic network) and will be able to carry more passengers. The trains will also be lighter, more energy efficient and importantly more reliable. 

As well as providing 52 new trains Stadler will also be upgrading and refurbishing the maintenance facilities at Kirkdale and Birkenhead North.

Model showing the step free design used for the new Merseyrail units.

Stadler will also be providing 378 carriages for Abellio East Anglia based on the FLIRT multiple unit. The order includes 38 bi-mode units which will be able to operate on non-electrified lines.

FLIRT which was a big hit in Switzerland will soon be coming to the UK

The fact that a number of train builders are now keen to show what they can bring to the UK rail market shows that there is confidence in the UK that wasn't there perhaps 3 or 4 years ago. There are challenges ahead, especially surrounding the delayed electrification programme, but companies are willing to invest in solutions to meet those challenges. 

I am looking forward to getting a chance to ride and documenting the many new trains which will be coming to the UK over the next 5 years. 

Rail Live 2016 Highlights Part 1

Rail Live is an outdoor show held every 2 years which brings together companies from the whole rail industry, the 2 day event allows companies to show and demonstrate the products which they have to offer.

Over the course of the 2 days there were various live demonstrations of rail products from hand tools such as grinders to demonstrations of rail vehicles such as Railcare's RailVac system. 

As well as demonstrations, a number of seminars and presentations were held by Network Rail, HS2 Ltd and a number of leading rail companies.

HS2

HS2 was an obvious hot topic, with the construction phase getting ever closer. Alstom which hopes to secure Tier 1 contracts for signalling and systems, also is interested in bidding for the contract to supply rolling stock.

Alex Burrows Marketing & Strategy Director at Alstom UK gave a presentation which showed what Alstom had to offer, from rolling stock and systems to rolling stock maintenance and logistics.

Alstom is already a big player in the UK employing 2500 people over 20 sites. The company is probably most famous in the UK for the tilting Pendolino which has been speeding passengers up and down the WCML since 2001. People may not be aware however that a 3rd of all passengers daily are carried on trains built or developed by Alstom.

For HS2 Alstom has been developing a double deck High Speed train which the company claims could carry 40% more passengers than a standard single deck train.

Marketing & Strategy Director Alex Burrows discussing Alstom technology at Rail Live.

Maintenance innovation

With a record 1.7bn passengers carried on the UK's rail network last year, maintaining the network whilst reducing closures is imperative. In order to help maintain the 20,000 miles of track, Network Rail have invested in 8 state of the art Mobile Maintenance Trains or MMTs.

The 3 car trains built by Robel in Germany are operated by Colas Rail under a 3 year deal. The trains are kept at various locations around the country and mobilised to carry out repairs, renewals and upgrades,

Each of the mobile workshops consists of 3 carriages, the first contains welfare facilities for the engineers, the second contains tools and underneath the floor there is space for 6, 45ft rails. The third unit houses the workshop area which provides access to sections of rail to be repaired or upgraded, 

The 3rd carriage has no floor, instead clear access is provided for engineers to work on the rails below. The walls either side can be retracted to increase the amount of work space available, The system means that engineers will be able to work safely on sections of the railway in relative comfort. 

A gantry which spans between carriages 2 and 3 allows 2 2 tonne cranes to lift rail and equipment and transfer them between the storage area in carriage 2 and the workshop area. The workshop also contains power and air hoses in order to provide power for tools and lighting. 

It is expect that the new train will save Network Rail around £1m a year by reducing down time and increasing productivity.

The open floor workshop area of carriage 3 

 The hatch pictured can hold up to 6 45ft rails.  

Looking down the length of the train past the storage and welfare facilities in carriage 1

Much more to come in part 2

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