TrainTrackJack
Member
Mercury - heyyyyyyyyyyyyy o - Freddie Mercury's calling card!Care to explain, please?...
Mercury - heyyyyyyyyyyyyy o - Freddie Mercury's calling card!Care to explain, please?...
Ironically Bowie would also fit with the planet theme, because of his Major Tom character. Maybe they'll be one called Blackstar?I think you're all barking up the wrong tree here
001 - Mercury, 002 - Bowie, 003 - Meatloaf, 004- Bolan, 005 - Cocker
Oh, I see, thanks. My musical interests lie elsewhere!Mercury - heyyyyyyyyyyyyy o - Freddie Mercury's calling card!
Don't forget that the 93s and 88s are not straight electrics - they have diesel engines and fuel tanks (and batteries in the 93) which add weight and take up space.Impressive as the class 93s may be, they're rather puny on electric more compared to most modern European electrics (though I appreciate the smaller UK loading gauge may have an impact). They (and class 88s) have 4000kW of power, whereas the standard on the continent seems to be 5600kW or 6400kW (which I want to say is an Alston/Siemens split, but I think it's a bit more complex than that!). Is there any particular reason for 4000kW becoming the de-facto standard here?
(Much better than diesel, obviously!)
For reference, class 92s are slightly more powerful on AC at 5000kW (and are 4000kW on DC); class 91s are a bit under 5000kW; class 90s and 87s are 3700kW; class 86s are 2700kW. Meanwhile, German class 101s (king of equivalent to class 91s, albeit late 1990s rather than late 80s) are 6400kW.
Fortunately the class 99s for GBRF will (according to Wikipedia...) be 6000kW
Don't forget that the 93s and 88s are not straight electrics - they have diesel engines and fuel tanks (and batteries in the 93) which add weight and take up space.
I was about to suggest that it's because freight trains on the continent tend to be longer than in the UK but a bit of googling suggests that the UK actually runs some freight trains that are *longer* than the continental standard maximum length.
Different gauge though.The EuroDual is dual-mode as well but has an electric-mode power output of up to 7000 kW.
True, but the interior is quite empty.Different gauge though.
The 'full fat' EuroDual is a 6-axle design - the new GBRf class 99 is effectively a slimmed down version of that with a 6MW rating.The EuroDual is dual-mode as well but has an electric-mode power output of up to 7000 kW.
For reference, class 92s are slightly more powerful on AC at 5000kW (and are 4000kW on DC); class 91s are a bit under 5000kW; class 90s and 87s are 3700kW; class 86s are 2700kW
Press Release - Class 93 locomotive project reaches a significant milestone with the completion of the first carbody
21 July 2022
Stadler has started production of the Class 93 locomotive fleet for Rail Operations UK and finished the first carbody. Assembly of all the components and sub-systems will soon begin. After a period of testing and approvals, the first locomotive is scheduled to be transferred to the UK in March 2023. Entry into service is set to take place a few months later. The Class 93 is Stadler’s first ever tri-mode locomotive, demonstrating the company’s commitment to green technology and reducing carbon emissions. It is also the first tri-mode locomotive to operate in the UK.
The first carbody for the Class 93 is now ready, paving the way to the assembly stage, which involves the installation of piping, cabling, traction systems and other equipment. Able to operate using electricity, in battery mode, as well as with diesel, the Class 93 is the first tri-mode locomotive that Stadler has ever designed and manufactured and the first to operate in the UK. Commissioning is set to be undertaken next year.
British company, Rail Operations UK and Stadler signed a framework agreement in 2021 for 30 Class 93 tri-mode locomotives, ordering an initial batch of ten. Class 93 is a ‘Bo-Bo’ mixed-traffic locomotive based on Stadler’s Class 68 and Class 88 locomotives, which have been operating successfully in the UK for several years. All locomotives on order for Rail Operations (UK) are being made at Stadler’s Valencia plant.
The locomotives will have three different power sources, and in electric mode, can run on 25kV AC overhead lines with a power up to 4,600 kW. They feature a Stage V 900 kW-engine and two Lithium Titanate Oxide (LTO) traction battery packs, allowing them to operate on non-electrified lines. The battery packs provide 400 kW extra power to supplement the engine when the locomotives are running in diesel/battery hybrid mode. The batteries modules can also work alone, enabling carbon-free operations.
The advanced locomotives will significantly reduce exhaust gas emissions for both rail freight and potential passenger transport services, supporting net zero targets in the UK. They also include efficiency features to minimise energy consumption. The high-efficiency transformer and the AC traction system with IGBT technology, one inverter per axle, enable better adhesion control, reduce energy consumption and increase reliability. Kinetic energy is recuperated during braking. The Class 93 is capable of reaching a higher speed than the Class 68s and Class 88s - 110mph in comparison with 100mph. Future-proofed, its innovative hybrid coupler enables coupling via a draw hook and through automatic coupling.
Iñigo Parra, CEO of Stadler Valencia, commented: “This is a project of firsts: the Class 93 is not only the first tri-mode locomotive to run in the UK, but it’s Stadler’s first tri-mode locomotive, illustrating our commitment to green technology and genuine desire to help governments and businesses around the world de-carbonise their cities, towns and villages. We are delighted to see these locomotives take shape and look forward to continued working with our customer and partner, Rail Operations UK.”
Karl Watts from Rail Operations UK commented: “We’ve been working with Stadler for four years now to specify and design a locomotive for the future. The end product, the Class 93 tri-mode, is a locomotive of great operating versatility, incredible energy efficiency and packed full of technology which, not only allows us to transform UK train operations but lead the way in UK rail decarbonisation. The locomotive also enables Rail Operations UK to penetrate new operating markets, in particular express freight, previously unavailable using its existing locomotive fleet.”
Interesting that this latest press release has upgraded the power on OHLE from 4000 kW to 4600 kW (compared to the press release in Jan 2021).The locomotives will have three different power sources, and in electric mode, can run on 25kV AC overhead lines with a power up to 4,600 kW. They feature a Stage V 900 kW-engine and two Lithium Titanate Oxide (LTO) traction battery packs, allowing them to operate on non-electrified lines. The battery packs provide 400 kW extra power to supplement the engine when the locomotives are running in diesel/battery hybrid mode.
I wonder if 4000kW is the continuous rating and 4600kW is the short term rating (hence use of "up to" in the press release)?Interesting that this latest press release has upgraded the power on OHLE from 4000 kW to 4600 kW (compared to the press release in Jan 2021).
That crossed my mind too - some of the Rail Operations UK press releases do lean towards the 'mine's bigger than yours' numbers game and 'transforming the industry' type of claims...I wonder if 4000kW is the continuous rating and 4600kW is the short term rating (hence use of "up to" in the press release)?
The 93s are being financed by STAR Capital which is itself the majority stakeholder of Rail Operations Limited so I would not expect them to be leased.Are the 93s going to be bought by or leased by ROG ?
A huge capital purchase if they are bought
Wish em well and hope the 20 options will be taken up.
I wonder if 4000kW is the continuous rating and 4600kW is the short term rating (hence use of "up to" in the press release)?
Great. Thanks for thatThe 93s are being financed by STAR Capital which is itself the majority stakeholder of Rail Operations Limited so I would not expect them to be leased.
For electric traction, it is usual for the rating to be at the wheel.I’d lean more towards 4600 at the motors and 4000 at the wheel.
Yes, but for electric traction there can be a continuous rating (i.e. the rating the electrical equipment can handle permanently), and/or a one hour rating and/or a short term rating (5 or 10 minutes, i.e. going beyond that time at the higher rating would risk equipment damage.It’s usually for tractive effort (kN) that we differentiate starting and continuous.
That would be good going up Shap!For example, Siemens’ ES64U2 Taurus locos are quoted as being 6,400 kW continuous and 7,000 kW short term rating.
Yes absolutely, I was merely mentioning what we usually find in technical documentation. We’ll have more details shortly.For electric traction, it is usual for the rating to be at the wheel.
Yes, but for electric traction there can be a continuous rating (i.e. the rating the electrical equipment can handle permanently), and/or a one hour rating and/or a short term rating (5 or 10 minutes, i.e. going beyond that time at the higher rating would risk equipment damage.
For example, Siemens’ ES64U2 Taurus locos are quoted as being 6,400 kW continuous and 7,000 kW short term rating.
Tantalisingly close now. 93001 being completed in Stadler's facility in Valencia, with a sister loco in the background. We are really looking forward to getting to grips with these innovative, de-carbonisation flagships. They have been a long time in the planning! Roll on April and arrival on UK metals!
Hopefully it’ll be a tad more successful than ROGs Orion parcels business.She looks like a fine piece of machinery.
I remember users on here effectively saying ROG's order was a pipedream yet here it is in the flesh.