Re-Blog: Merseyrail: Expanding the network

Originally published in Rail Magazine issue 920

The Merseyrail network currently consists of 75 miles of railway, 6.5 miles of which are underground, split between 2 lines serving a total of 68 stations. The line is electrified by means of 750v DC third-rail and is served by 56 Class 507 and 508 EMUs, however, these units are due to be replaced by new, Class 777 trains over the next couple of years.

Prior to the outbreak of Covid 19 the network carried 110,000 passengers per day and Central Station where the Wirral Line intersects with the Northern Line was the second busiest station in the North West with over 14 million entries and exits between 2018-2019.

Current extent of the Merseyrail network

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The Merseyrail network is, in effect a self-contained network which has 8 termini, 6 of which join the national rail network where passengers can transfer on to services which operate beyond the Merseyrail network. These include Southport, Ormskirk, Kirkby, Ellesmere Port, Chester and Hunts Cross. Ellesmere Port currently only has a limited service beyond the Merseyrail Network with 1 arrival from Leeds at 18:08 and a service to Liverpool Lime Street via Warrington Bank Quay departing at 18:25.

The network also has a number of other stations which have connections to the national rail network. They include Liverpool Lime St, Liverpool South Parkway, and Bidston where passengers can join Wrexham-Bidston line services.

Outgoing Class 507/8s are due to be replaced by Class 777s over the next couple of years.

 

Currently, Merseyrail services are unable to travel beyond those 8 termini because that is the extent of the third-rail network. It is unlikely that the third-rail network will be extended, as the Department for Transport and Network Rail have little appetite for future expansion of the UK third-rail lines.

When compared to 25kv overhead electrification, 750v DC third-rail is less efficient, more expensive to install and maintain, and with a live conductor rail at ground level is also more dangerous. Having said that, in terms of efficiency, third-rail electrification is still vastly more efficent than diesel traction.

Taking this into account you could be forgiven for thinking it is unlikely that the Merseyrail network will be expanded in future and that services are destined to remain limited to third-rail lines. However, there is some good news on the horizon and Merseytravel which is the strategic transport advisor to the Liverpool City Region is certainly not content with terminating services at the current stations.

The Class 777 units being delivered to Merseyrail are set to provide serious opportunities for expansion beyond the third-rail network and Merseytravel is working with the train manufacture Stadler to investigate technologies that would allow just that. Firstly, units on which Class 777 are based can be constructed with a pantograph and transformer to take power from 25kv overhead wires. Or could be fitted with batteries, and in fact, one of the Class 777s which is being delivered to Merseyrail will be fitted with batteries and trialled on the Merseyrail Network.

Update. The first Class 777 fitted with batteries, 777 002 arrived in the UK last week and was spotted in Crewe on the 5th of May.

Merseytravel plans to test how well the battery-powered Class 777 can perform, initially limited to operating on the third-rail network to provide a fail-safe should the batteries fail. However, Merseytravel will be able to put the battery-powered unit to the test across the Merseyrail network. Particular attention will likely be paid to how the unit performs on the steep incline on either side of the tunnel underneath the Mersey. The standard Class 777 units will have much better acceleration characteristics when compared to the outgoing Class 507/8s, so much so, when all Class 777s are in service the timetable will be sped up. This will allow Merseyrail to provide the same level of service (pre Covid19) with fewer vehicles, the order for new units stands at 52, compared to the current 56 units. For the battery trail to be successful the unit must perform comparably under all conditions to the Class 777s which are not fitted with batteries.

Class 777s at Kirkdale TMD

 

Merseytravel isn't paying lip service to future expansion with this trial, they have serious ambitions to extend the network and are already working on plans for an initial modest extension from Kirkby to a new station to be constructed at Headbolt Lane, but they have more ambitious plans to extend services to Skelmersdale, which would require reinstating a former route which was closed in the 1960s and the construction of a new station. Plans for Skelmersdale link are currently at the GRIP 3 stage. The new Headbolt Lane station would become the new eastern terminus on the Kirkby branch, until such time that services can be extended further. The new station would require a short section of third-rail from Kirkby, although if the battery trial is successful the new station could instead be served by Class 777s fitted with batteries.

Merseytravel also has a long term goal to extend services from Ellesmere Port to Helsby or Warrington Bank Quay, they would also like to extend services from Ormskirk to Preston and from Bidston to Wrexham. In order to ensure that any further extensions can become a reality Merseytravel has an option to purchase a further 60 units from Stadler, should the need arise. These units could be fitted with either pantographs or batteries, depending on how further extensions are to be delivered.

Wrexham-Bidston Line extension 

Electrification of the Wrexham-Bidston line was discounted back in 2008 when Network Rail published a report which estimated the cost of electrifying 27 miles of railway with 750v DC third-rail to be £207m, a figure which was said to be 3 times higher than that estimated by Merseytravel. This meant that it seemed as if through services to Liverpool from Wrexham would be put on hold indefinitely. However, the introduction of Class 777s does provide a reason to be optimistic that, in the medium to long term services could operate from Wrexham Central through to Liverpool on the Wrexham-Bidston line.

One option that was investigated was electrifying the Wrexham-Bidston line with 25kv overhead wires, this was thought to be a cheaper option than third-rail electrification, and with the option for Class 777s variants to be constructed to take power from both third-rail and overhead wires, that could have been a real option. However, the publication Network Rail's traction decarbonisation network strategy suggests that the Wrexham-Bidston will not be electrified. The report now suggests that through services will be provided by battery-powered units.

It is likely that if the Class 777 battery trial is a success and proposals for the Wrexham-Bidston line are taken forward, that some infrastructure would be required at the Wrexham end of the line in order to re-charge the units. Vivarail which is currently delivering class 230 hybrid units to Transport for Wales for use on the Wrexham-Bidston line, has been working on battery technology for some time and they say one of their units fitted with batteries could travel as far as 60 miles on a single charge.

Class 230 diesel-electric hybrid built by Vivarail currently being tested on the Wrexham-Bidston line before their introduction later this year

If we assume that a Stadler unit could be fitted with enough batteries to travel up 60 miles between charge, whilst maintaining the same acceleration characteristics as the non-battery variants, it is still thought that the 54 mile round trip from Bidston to Wrexham and back on one charge would be difficult. This is due to the steep gradients on the route from Shotton towards Buckley and the frequent stops spaced closely together from Shotton to Wrexham Central. Therefore it is likely that a short section of third-rail would have to be installed leading into Wrexham Central.

Rapid charging via third-rail is another area in which Vivarail is leading the way. The system which Vivarail is developing has interim Network Rail approval and is set to become the UK standard system. Their system is capable of providing enough charge in just 8 minutes to power a class 230 battery variant for up to 60 miles. The system uses a short section of third-rail to charge the batteries via third rail shoe gear. This power can either be provided directly from the National Grid, or via stationary second-life batteries, which could be charged more slowly and then used to provide rapid charging to a unit.

Ormskirk to Preston and Ellesmere Port have been classified by Network Rail's report as “multiple (proposed battery)”, which could mean partial electrification with batteries being used to bridge the gap between electrified and non-electrified sections. This raises the question about which means of electrification would be used, as the DfT, Network Rail are against expansion of third-rail. Class 777 variants could only be built to take third-rail and 25kv overhead power, or third-rail and batteries. This is because the batteries would occupy the same space in which the transformers to convert the 25kv AC to 750v DC would. But Merseytravel is also investigating using 750v DC overhead, this means it could potentially be possible to produce units that could draw power from third-rail, overhead 750v DC and also be fitted with batteries.

So, whilst the expansion of the Merseyrail network isn't something that is going to happen in the short term, with new more adaptable units on the way and ever-improving battery technology, it is a real possibility that the network can be expanded in the medium to long term.

 

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Reblog: D Train (Class 230), from passionate supporter to future passenger [2021 update]

First published in Rail magazine in 2019

In 2014 I become aware of an idea to fit diesel engines to redundant London Underground stock, an idea which if proposed by anyone else would have seemed, well a bit out-there. However this idea was proposed by Adrian Shooter, the highly respected ex chairman of Chiltern Railways, who decided to try to help solve the looming shortage of DMUs.

By November 2014 Vivarail chaired by Mr Shooter had begun purchasing ex LU D78 stock intended for conversion to DEMUs. In total 156 driving motor and 70 trailer vehicles were purchased and taken to Long Marston. Reaction from the industry was mixed and the mainstream media's response was harsh. I can remember it being said that "we don't want cast offs from the London" when it was suggested they could be used by Northern.

However, negative press reaction wasn't enough to deter Vivarail from pressing ahead with the project and by 2019 the fruits of their labour began to pay off. 3 class 230s entered passenger service on the Martson Vale line and 5 units were ordered by Transport for Wales Rail for use on the Wrexham-Bidston Line.

Around the time that I learned about the D-train project I became involved with the Wrexham-Bidston Rail Users' Association (WBRUA). The Association had been battling for improvements on the line for 3 decades with little success; but not through lack of trying. Throughout the 90s it seemed as if the line was being wound down and if it wasn't for the freight services that used the line it could of closed all together. 

In 2016/17 the WBRUA begin to actively support the introduction of class 230 on the line, with the proviso that the units were used in order to facilitate the introduction of a half hourly service. This would require 5 units and was at the time a big ask, however the WBRUA believed that a reliable half hourly service would unlock the potential of the line. 

The WBRUA was, and remains confident that 230s which have been delivered to TfW will outperform class 150s and provide a superior customer experience. In terms of performance, 4 diesel engines will provide 600kw of power to 4 rafts of batteries and with double the number of powered axles, will ensure the class 230s will be able to out-perform the class 150s. 

The WBRUA estimated that despite having 3 cars instead of 2, the class 230s with their all aluminium bodies will have a 30% better power to weight ratio than a 2 car class 150. 

 Class 230 vs Class 150 side by side comparison

 

 Now in 2021,

The class 230s were supposed to enter service on the line in early 2020, with 2 units intended for use on the Wrexham-Bidston line to maintain the hourly service, the other units were to be put to work on the Conwy Valley line, it was also suggested 1 unit could be used on the Chester-Crewe shuttle. However, it was soon established that a class 230 with a top speed of 60mph, despite its superior acceleration (when compared to class 150) would not be able to maintain the current Chester to Crewe journey time. It was intended that by December 2021 all 5 units would transfer to the Wrexham-Bidston line so that the half hourly services could commence.

In the end the first class 230 did not arrive in Wales until July 2020 owing to problems with the supply of crucial components and the added features stipulated by TfW such as wide gangways, for which parts had to be specially fabricated.

 

 230 006 at Wrexham General, having arrived from Long Martston that day.

230 006 was the first unit to arrive, it was driven from Long Marston to Wrexham General under its own power, with a Vivarail crew onboard. Soon after its arrival, 006 began testing on the line and completed between 2 and 3 runs each day from Wrexham General to Birkenhead North EMU Depot. Transport for Wales Rail had struck a deal with Merseytravel to use 1 of the roads at Birkenhead North EMUD to stable class 230s overnight. In August 2020 006 was joined by 007 and that same month 002, 006, 007 and 008 were authorised for passenger use by the ORR. 008 and 009 have now also arrived with 010 expected in the coming months.

There is currently no secure stabling provision for the class 230s at Wrexham, so all class 230s are being stabled at the Merseyrail EMUD overnight. Refuelling currently takes place at Chester TMD, which is used to maintain TfW's fleet of class 175s. On a handful of occasions 6 car class 230s have been seen making the journey from Birkenhead to Chester for refuelling. 

  230 008 approaching Neston station during testing

TfW have now taken ownership of a number of units and it appears as if they are gearing up to begin driver training. TfW staff members have been seen aboard class 230s making runs on the Wrexham-Bidston line and a class 153 has also been making a number of runs each day from Chester to Birkenhead North via Wrexham for route familiarise.  

A sufficient number of crews must be trained to operate the class 230s by December 2021 in order for the half hourly service to commence. Despite the outbreak of Covid19 and subsequent reduction to the services on the Wrexham-Bidston line, there has been no hint that the half hourly will be shelved. The half hourly service to be introduced from December 2021 was contractual agreement agreed by Transport for Wales and its private partner KeolisAmey when it took over operation of Wales and Borders services from Arriva Trains Wales in 2018. The Welsh Government through TfW has now taken over day to day running of the railway from KeolisAmey. However KeolisAmey still has a role to play in delivering the upgrade of the Valley Lines.  

There is no date yet for when the class 230s will enter service, however with the crews finally beginning familiarisation and training it is hoped that the first units could enter service by May this year (2021).

 

 

UK first, class 230 hybrid train arrives at Wrexham

It was 3years ago when I first took a ride on the first prototype class 230, since then things have certainly moved on. The diesel powered 3 car unit which shuttled people between Honeybourne and Rail Live in 2017 has been developed into a diesel electric hybrid with advanced power systems and has also had a striking facelift.

The new hybrid units, which are a first for the UK, are very much like self charging hybrid cars. The 4 diesel engines housed underneath the centre vehicle charge 4 battery rafts, 2 under each driving vehicle. Power to drive the traction motors is taken directly from the batteries, with the motors able to return power back to the batteries using a regenerative braking system.

[update] I was made aware that the traction motors can take power directly from the engines, this is something didn't know before. But thought it is an important piece of information to share. I wasn't informed when the traction motors would likely need to take power directly from the engines, but the ability is there if needed, perhaps if the unit was full and making its way up the steep incline from Shotton towards Hawarden, or in the event one class 230 is required to rescue another.

 Class 230 006 at Wrexham General

The class 230s which have been built for Transport for Wales Rail are fitted with a 2 stage wheel slip protection system, with 1 stage able to precisely control the power being delivered to the wheels in order to prevent the wheels from slipping. This system will prove useful on the Wrexham Bidston line for which the units are intended. The line has many station stops, some spaced closely together along the 30 miles route, with a steep incline from Shotton up to Buckley which provides a challenge for train and the driver in wet conditions and during the autumn leaf fall season.

So far only 230 006 has made the journey north from Long Marston (where it was constructed and tested) to Wrexham. 006 is due to commence line specific testing once a second class 230 becomes available. Having 2 units stabled locally will mean that should a unit fail whilst out on the line for whatever reason, either one could recover the other.

007 is currently undergoing mileage accumulation on the Cotswolds line, as is 008, with 009 nearing completion. In total Transport for Wales Rail has ordered 5 units from Vivarail which, once delivered and sufficient drivers have been trained, will enable TfW to increase the service frequency on the Wrexham Bidston line from hourly to half hourly, starting from December 2021.

Having supported the D Train project from the very beginning and being part of the campaign for them to operate on the Wrexham Bidston (Borderlands) line, I must admit to being more than a little excited to hear 006 was making the journey to Wrexham on Monday (20th July). Having only seen pictures of the unit on the Cotswolds line it was good to finally get a chance to see the unit up close. It really does look fantastic, almost completely unrecognisable from the D 78 stock on which it is based.

The best bits of the stock such as aluminium body shells and recently replaced bogies have been kept, but almost all of the rest of the unit is brand new. The insides have been completely striped back to metal and new fixtures and fittings installed. Heavy structural work has taken place to reinforce the drivers cab and the gangways between carriages have been widened.

 Class 230 006 along side a class 150 which are set to be replaced on the Borderlands Line.

A small minority bemoan the use of the word "new" to describe the 230s, but given the work that has been carried out I think it's fair to call them new. The D78 stock on which the class 230 is based may technically be older than the class 150s they're set to replace, but the difference in look and passenger facilities between the 2 units is night and day. Hopefully passengers will be able to judge for themselves soon, but I'm certain when the the 230s do enter service, the average passenger will have no idea that the train they are traveling on has its basis on a train dating from 1978.

[update] Since this blog was published, 230 006 has completed a number of test runs from Wrexham to Bidston and back again. During each run the unit has stopped briefly at each station along the line. Below is a video which compares the class 230 to the class 150 from a standing start, departing Neston station.

Update: side by side class 230 vs class 150 from a standing start.

More videos of 230 006 available here.

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RailLive Special - Class 769 Flex by Porterbrook

This third in a series of "RailLive special" posts features yet more recycling or what could be more accurately described as upcycling, as Vivarail is not the only company to have seen the benefits of converting redundant electric trains to run on other forms of power.

Porterbrook has been developing its own bi-mode (or in fact tri-mode) units for a number of years and last year it was announced that Arriva Rail North (Northern) had ordered 8 of what were branded "Flex" trains, which now have a TOPS classification of 769

The Flex units are being converted from class 319s all which have been sent off lease from Thameslink and Southern. Some 319s  were sent north to operate on recently electrified lines between Manchester, Liverpool and Preston, with the first refurbished 319 entering service between Liverpool and Manchester in 2015. However the majority of the 319s are now surplus to requirements.

769 000 already painted in Northern colours 

The Flex units are being described as "Tri-mode" as they will be able to draw power from 750v DC third rail and 25kV overhead lines whilst also being able to operate under their own power on non-electrified lines.

Each 4 car train will have 2 6 cylinder diesel engines provided by MAN placed underneath each driving vehicle, the engines will be used to generate electricity to power traction motors. Each horizontal 6 cylinder engine will produce 390kw and will comply with the latest EU Stage IIIB emission standards.

The horizontal 6 cylinder 13 Litre engine provided by MAN

Since the initial order of 8 units for Northern was confirmed a further 24 units have been ordered, 19 for Great Western Railway and 5 for Arriva Trains Wales. The 5 units originally ordered by ATW were destined for South Wales and despite the announcement that KeolisAmey will take over the Wales and Borders franchise the current plans do not seem to have changed. 

It is understood that GWR will use 769s on Reading - Gatwick Airport and Reading - Oxford routes. This will allow GWR to re-deploy class 165/166s to the Bristol area.

5 years ago it was thought that demand for diesel multiple units (DMUs) would decrease rapidly and that the routes on which the class 796s will operate would be electrified. But with cancellations and delays to electrification schemes the rail industry found itself with a potential shortage of rolling stock and crucially DMUs.

Whilst it is true to say that train operating companies have suffered from a shortage of DMUs for a number of years, the problems facing the rail industry over the next 1 to 3 year could have been much worse. With public pressure to remove Pacers from service completely, electrification woes and new disability standards which mean many DMUs will have to be modified by 2020 to comply with PRM TSI standards all having an affect on the availability of units. 

That is if companies such as Porterbrook and Vivarail hadn't spotted the potential problems facing the industry and decided to take a risk and invest in developing solutions which could be deployed relatively quickly and were cost-effective in the short to medium term. 

The class 769s and 230s will allow class 15Xs to be sent off lease to be modified to comply with PRM TSI standards and will fill a gap left by the delays and cancellation of electrification schemes. Both trains will be able to operate on electrified and non-electrified lines so no services will have to terminate where electrification ends or mean that DMUs are running for long periods along sections of railway that have been electrified. 

It is hoped that passengers will see the benefits of these new units within the next 12 months and I'm fairly certain they will not notice that they will be riding on upcycled trains. 

There was a huge amount to see at year's RailLive organised by Rail magazine so I have a number of posts planned covering innovation and technology. This year in particular there seemed to be a lot of innovative products on display and brand new never before seen technology. So if you follow Engineering Focus on social media or click the "subscribe by e-mail" link you won't miss out on any of the latest content over the next week. 

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RailLive special - A busy year for Vivarail (part 2)

Battery trains

In part one I wrote about the class 230 trains which have been ordered for the Wales and Borders franchise and for West Midlands Railway. But that's not all that has been happening at Vivarail over the past year. The engineering team has also been busy developing a battery-powered variant which has already carried its first passengers, all be it on a short run at Long Marston.

I was lucky enough to be amongst those to ride the train at RailLive 2018 along the 200 metres or so of track used to demonstrate the unit. The ride was smooth and quiet as you would expect from an all-electric vehicle, but with such a short section of track I wasn't able to get a feeling of performance. However what I could appreciate was how advanced the development was, this wasn't an unfinished prototype, it felt like a train that could already be working passenger services.

Vivarail engineers have developed a modular system which uses rafts to house the batteries similar to the system used for the diesel engines, they can be swapped relatively easily and a number of rafts can be installed under each carriage.  The 2 car test train has 4 rafts each providing 106kwh, but more rafts can be added.

It will be possible to charge the batteries through existing infrastructure such as overhead lines, 3rd rail or with static battery banks on non-electrified lines. In each case the train will be charged via a patented automatic charging point.

The image above shows one of the battery rafts which as well as providing power for the train can also be used to provide static charging points. Rather than relying on local services, a raft or number of rafts could be placed at railway stations to provide additional charging further increasing the range of the train. 

Vivarail hasn't released any figures on range yet, however it is thought that a 3 car battery unit could achieve a range of 80 miles and with new battery technology this will improve still further.

Hybrid trains 

The battery technology that has been developed isn't just being used to power all-electric units, the technology will also be used on the class 230 diesel-electric units destined for Wales and Borders. Hybrid technology will be used to further improve the environmental credentials and reduce operating cost of the diesel units by saving fuel.

Each class 230 will be fitted with 4 battery rafts, 2 underneath each of the driving cars, the diesel engines will be placed underneath the middle carriage and will be used to charge the batteries. This system will provide quicker acceleration whilst improving fuel economy through the use of regenerative braking and GPS controlled engine management. 

The engines will be controlled by a GPS system which will be able to switch the engines off when they are not required, or at stations where there may be environmental concerns. This system combined with regenerative breaking promises to deliver a 20% fuel saving compared to a unit powered by diesel engines alone. 

I have uploaded a short clip to Youtube of the battery train in action.

Apologies about the sound, it was a windy day in Warwickshire

I hope to provide further updates on the development of the battery train and deployment of the units that have been ordered in the not too distant future.

RailLive special - A busy year for Vivarail (part 1)

Wales and Borders

I have made no secret of my support for Vivarail and the D-train project and have followed its development closely since 2015 when I made the first brief reference to a Vivarail display at Railtex 2015. Since then I have had the pleasure of riding on the first test unit 230 001 at RailLive last year and have written extensively about the development.

So it was with some excitement that I read that Vivarail had been chosen by KeolisAmey to supply 5 class 230s for the Wales and Borders franchise. In particular they will operate on the line which serves the town in which I live. I can't claim to have played any part in this, however I have supported and lobbied for the introduction of the class 230 on the Wrexham to Bidston line for a number of years.

image courtesy of Vivarail

Some background:

I and others had thought that the Wrexham to Bidston line would be a perfect line on which to deploy class 230s units. The service is in desperate need of improvement; the line is somewhat isolated and there are no servicing facilities close by. This is where the class 230's unique design comes into its own.

The units will be upcycled from now redundant D78 stock from the London Underground, this means that they will be less expensive to introduce than new trains and will perhaps, be cheaper to operate than the class 150s that currently operate on the line. This is important as current passenger numbers on the Wrexham to Bidston line are comparatively low. This fact combined with the zero growth basis on which the outgoing Arriva Trains Wales franchise was based, has meant that there was no incentive to invest in improving the service beyond trying to improve reliability.

What is really needed on the Wrexham to Bidston line is a half hourly service which would provide good connectivity with services to Liverpool, Chester, North Wales, Manchester and further afield. This connectivity can only be achieved with the introduction of a reliable half hourly service connecting at Bidston for Merseyrail services to Liverpool and at Shotton for services to Chester, Manchester and North Wales.

A new half-hourly service will require an increase from 2 units which currently serve on the line, to 4 with 1 unit available at short notice on standby should one fail. This increase will require additional investment by Transport for Wales, so the lower cost of the class 230 will help improve the business case.

Another fact which favors the class 230 is the modular design of the power packs. Each engine sits within a raft which is slung underneath the carriage, this means each powerpack can be removed and replaced relatively easily without the need for specialist equipment or train lift. This should mean that the units would not need to travel to Cardiff for repairs and that they can be stabled locally.

The 60mph top speed of the units should provide no issue in the case of the Wrexham to Bidston line as the frequent stops and low track speed means that trains rarely if at all ever reach 60mph. However the class 230 could potentially outperform the current class 150s. This is due to the increased power (whilst complying with strict environmental regulations), the lightweight aluminium body shells and the fact that the units have a greater number powered axles, 2 per powered car for a class 150, versus 4 per driving car for the class 230.

Unit service and design:

The first of 5 class 230s to enter service should do so in the summer of 2019 and will be used on the Wrexham to Bidston, Conwy Valley and Chester to Crewe services. This will allow class 150s to be taken south to enable the withdrawal of Pacers. Once new CAF built trains begin to arrive entire fleet of class 230s will be released in time for the introduction of a half hourly service on the Wrexham Bidston line in December 2021.

The design for the 3-car trains which will feature universal access toilet, WiFi, air conditioning, USB ports and 3-pin sockets is well underway and it is expected that the units will move to Wales for final testing and commissioning in early 2019. The class 230s will be fitted with a range of seating layouts and there will be plenty of space for bikes and luggage.

CGI image of the proposed layout for the new W&B units

image courtesy of Vivarail

Marston Vale line

At the start of the year I reported on the announcement that Vivarail was chosen to supply 3 class 230s for West Midlands Trains to operate on the Marston Vale line. Work to build the trains is well underway and they are expected to enter sercice in December this year (2018)

Image captured in May 2018 shows of one of the units featuring MWT livery ready to be fitted out 

image courtesy of Vivarail

The units will enter service between Bedford and Bletchley and be the first trains to be introduced within the new West Midlands Trains franchise.

The first 2 confirmed orders are exciting news, but that is not all that has been happening at Vivarail this year. In part 2 I will be taking a closer look at the battery unit that has been in development for the last year, which I had the chance to ride on this morning at RailLive.

D Trains for Marston Vale Line

Vivarail has today (01 March 2018) announced that it has entered into an agreement with West Midlands Trains to build three new class 230 D-Trains for use on the Marston Vale line between Bedford and Bletchley. The D Trains which will enter service in 2018 will be the first trains to be introduced within the new West Midlands Trains franchise.

Vivarail’s CEO, Adrian Shooter, said “This is a big day for Vivarail. We have invested considerable time and money to bring our innovative D-Train to this point and we are delighted to be working with West Midlands Trains to introduce them into passenger service. As a West Midlands based company it will be extremely gratifying to see our trains running on local lines and we look forward to passenger feedback."

West Midlands Trains’ customer service director, Andrew Conroy, said “We are investing in almost £700 million of new trains for our passengers. The class 230s will be the first of over 400 extra carriages we are adding to our network. These trains are ideal for Bedford to Bletchley route. I am sure our passengers will welcome the new look and feel of the carriages and the extra space. When the new trains come on stream in December we will also be adding extra early morning and late-night services on the Marston Vale line Monday to Saturday.”

230 001 at Long Marston back in summer 2017

This welcome news comes less than 2 weeks after Vivarail announced that a battery-powered version of the D Train number 230 002 has entered the production phase. It is hoped that the unit which will have a range of 50 miles after just a 10-minute charge will be ready to go out on the network fully approved for passenger service by the summer (2018)

It is assumed however that the 3 units for the Marston Vale line will be powered by convention diesel-electric traction. Diesel-electric units are fitted with 4 Ford Duratorq engines producing 200hp each, giving a total power output of 800bhp per set which will come in either 2 or 3 car formations.

No specific details were given about the interiors but Each D Train is treated as an empty shell with train operating companies able to specify interiors which suits the particular needs of the route. A pre-production unit which was used for testing and demonstration had a variety of seating options fitted in order to show what is possible. Each train will be fitted with modern amenities such as USB charging points, wifi and will be fully PRM TSI compliant

 Interior layouts, regional on the left high capacity commuter on the right

The order for 3 trains may be relatively small but it proves that Vivarail is able to provide tailored solutions for routes which have specific requirements within a short space of time. There are many more rural lines across the country which require only a small number of units but are desperate for additional capacity and modern rolling stock.

I think we will be hearing more good news from Vivarail this year. 

Written by Chris Howe

RailLive 2017: Part 1 - D-Train review

My journey to RailLive this year started at 6:15am, took 4 hours and involved 4 changes of train just to get to small village called Honeybourne in Worcestershire, from there I would would catch the prototype D-train to RailLive. It was a long journey but ultimately worthwhile as I would be among the first passengers to ride VivaRail's prototype train.

D-Train waiting at a temporary platform built especially for RailLive at Honeybourne station. 
(click to enlarge)

Background

The D-Train or class 230 was the brainchild of Adrian Shooter who saw an opportunity to use rolling stock that was coming out of service and would have eventually been scrapped and instead give the stock a new lease of life, whilst at the same time providing much needed DMU (diesel multiple unit) rolling stock which the UK rail network is desperately short of.

In November 2014 Vivarail chaired by Mr Shooter purchased 150 driving motor cars and 300 carriages of London underground D78 stock which has since been replace by new S stock built by Bombardier. The idea being to combine these carriages to form 2 and 3 car trains, at the same time each of the drive motor cars would be fitted with diesel engines, converting them into self propelled DMUs.

When the project was first announced it faced heavy criticism from the media who labelled the trains as "London cast offs". It was to be expected with some of the trains dating back to 1978, it was never going to be popular idea with the mainstream media, who would need some convincing.

However from the moment I heard about this project I was a supporter, I'm a big believer in recycling (or in this case upcycling) and the UK was and still is facing a nation shortage of DMU rolling stock, a problem that will only get worse come 2020 when new rail vehicle accessibility standards come into force.

D-Train at the temporary platform at Long Marston

Technical information

The new class 230 units will come in either 2 or 3 car formations, each set fitted with 4 Ford Duratorq engines producing 200hp each, giving a power output of 400bhp per driving motor car. 

The 5 cylinder, 3.2 litre Duratorq engines which comply with IIIB emissions standards are fitted to commercial vehicles and Ford Ranger pickup trucks. By being "off the shelf" this helps to reduce costs and means the engines have a proven track record.

Each engine is married to a generator and placed into a cradle to form a powerpack. Each powerpack can be lifted in and out of place for maintenance, this helps to reduce maintenance cost and means the engines and generators can me maintained without the need for large depots or heavy lift facilities. 

The power output of 800ph per unit far outperforms a class 150 which only produces 572hp, in addition a 2 car class 150 weighs 70 tonnes, whilst a 2 car class 230 with its aluminium body weighs around 60 tonnes.

[update]

Since I wrote this article Vivarail have secured funding from the Government's accelerating innovation in rail competition, which aims to "support growth in national and international rail markets". The grant is in recognition of the developments the company has made in developing battery technology

VivaRail state that they are "on track to be the first UK manufacturer to build production battery trains." Which the company say are capable of operating for up to 120km between charge.

VivaRail hopes to produce the first fully certified battery train end of this year [2017].

For me information you can read VivaRail's press release here

The two powerpacks underneath each driving motor vehicle. 

Interiors

Each train is to be treated as an empty shell with train operating companies able to specify interiors which suits the particular needs of the routes which they will serve. The interiors will feature modem amenities like disable access toilets, charging points and wifi, and to the public will be no different to a brand new train. 

The prototype that was used on the shuttle between Honeybourne and RailLive had a number of seating configurations to show what is possible. 

Interior layouts, regional on the left high capacity commuter on the right

Verdict 

As a supporter of the projected since its inception you would expect a glowing report and yes that it was I am going to give this train. From a passenger perspective and having travelled on 6 production DMUs on that day alone I can honestly say you would not know you were on a train dating back to the 70s.

As someone who has been involved in campaigning for this train to provide a service on the line local to me, I can say that without doubt it would be far superior to the class 150s which currently serve on the line. 

The class 230 even with 2 engines per driving car was quiet and the acceleration was smooth. And even with the engines revving up to 3000 rpm under acceleration the sound was quieter and more refined than the tappety sounding engines fitted to 15Xs and even newer 170s and 185s.

Only slight niggles, perhaps the interior looked a bit bland, but its is only prototype and each train operating company is free specify any interior they wish. Also I could see daylight trough some of the door seals, but again this is a prototype and that could easily be fixed. 

Over all I am impressed with what has been achieved in such a short space of time and would be happy to be a regular passenger on this train.


These images and more are available by request, please e-mail Info@EngineeringFocus.co.uk

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Railtex 2015

On Wednesday (13th May) I visited Railtex which this year was held at the NEC in Birmingham. The event is an excellent opportunity to see what's new within the rail industry and a chance to catch up with how some of the largest rail infrastructure projects the UK are progressing.

On Wednesday there was an opportunity to see how the development of HS2 is progressing. With the passing of the HS2 paving Bill in 2013 ground work for the project can begin as early as next year, with initial preparatory work and detailed surveys taking place. Construction proper is due to begin in 2017, a mere 20 months away.

Unfortunately Andrew McNaughton who was originally billed to speak was unable to attend on the day and instead Jon Kerbey, Director of BIM at HS2 took his place. Although no new announcements were made, we did get an opportunity to see the work HS2 Ltd have been doing with BIM (Building information modelling) in order to design and model the line.

It was fascinating to see the level of detail that HS2 Ltd have gone into with the use of BIM, the audience was shown a detailed 3D fly though of the route modelled in BIM. 

However controversial HS2 may be it was clear to see that train manufacturers from around the world are certainly taking notice of the lines development. Siemens, Hitachi, Bombardier and China CNR corporation were all displaying the latest High-Speed trains that that they had to offer.

CNR had an impressive display of 5 High-Speed train variants on Display, whilst Siemens had a model of it's e320 train on display. it will soon be operating on HS1 between St Pancras and the Continent. Bombardier was displaying its Zefiro High-Speed train which is already in operating in China and Italy. Hitachi also launched its vision for a new High-Speed concept aimed at the UK market, as well as it's class 800 125mph IEP which will begin service in 2017.

China CNR corporation's display of High-Speed train variants

Siemens e320 High-Speed train 

Hitachi's class 800

As well as the latest High-Speed train technology, companies were also displaying their answers to the rolling stock shortage that the UK is facing, the design team behind Vivarail's D Train were in attendance while RVEL were showing their plans to extend the lives of the class 144 Pacers paster 2020 when new rules regarding accessibility come into effect.

The engine manufacturer MTU had their answer to new European emissions limits for non road vehicles on display. Their new hybrid propulsion system promises to provide a compact under floor power pack which can power DMUs whilst adhering to the latest EU IIIB emissions standards.

MTU will be supplying engines for the IEP Bi mode trains, with each power pack producing 940bhp. A smaller version of this could provide the power for new DMUs which the UK government say will replace Pacers in the North by 2020. 

The next Railtex event in 2017 promises to be even more fascinating, as construction of HS2 begins, the government seeks to introduce new rolling stock and decisions to be made regarding what to do with existing rolling stock once accessibility rules come into effect.