Future new-build rolling stock at ScotRail

[D365]

This new thread is set up with the proviso that I haven’t seen an existing speculative discussion.

Below is from the Fife Circle Electrification thread:

The most likely outcome just now is that either newly built or already existing Hitachi Class 385 units could be retrofitted with battery cells. This was actually discussed when they were being manufactured as an idea for future stock once battery technology improved. Second most likely will be Stadtler Flirt trains, as they are tri mode, however that is still not fully carbon free.

Makes sense to be fair now I think about it. Maybe speculating about the new traction is a job for a few months down the line.

Indeed I agree that this is speculation

Hitachi would have the capability to supply both an updated AT200 EMU/BEMU fleet, and an AT300 fleet. These would be based on the same mechanical/electrical architecture for commonality. I don’t see the Class 385s being retrofitted - they will be supplemented by the new fleet.

Stadler could deliver a 100mph BEMU variant of the Class 756. Don’t forget that this is one of the options available to Northern for replacement of the Class 769s.

 

[Trainbike46]

I'm hoping Scotrail progresses with their procurement tbh - there is a need for more trains, including many BEMUs.

A fully BEMU FLIRT is certainly possible, and if you don't have a diesel engine anymore, there is more space for extra batteries so battery range would be larger.

I'm sure Siemens, Alstom, CAF, and Hitachi would all also offer products for such a procurement.

I don't see why Scotrail would benefit from an AT300 derivative - there is nowhere that could use their higher speed, so why would you accept the compromises made to enable that higher speed, rather than sticking with an AT200 derivative?

 

[hexagon789]

I'm hoping Scotrail progresses with their procurement tbh - there is a need for more trains, including many BEMUs.

A fully BEMU FLIRT is certainly possible, and if you don't have a diesel engine anymore, there is more space for extra batteries so battery range would be larger.

I'm sure Siemens, Alstom, CAF, and Hitachi would all also offer products for such a procurement.

I don't see why Scotrail would benefit from an AT300 derivative - there is nowhere that could use their higher speed, so why would you accept the compromises made to enable that higher speed, rather than sticking with an AT200 derivative?

There were suggestions previously that the Edinburgh to Berwick-upon-Tweed to Newcastle service would've been ScotRail operated IF they had suitable rolling stock.

I believe it was awarded to TPE because they had suitable 125mph rolling stock and Craigentinny maintains 80x as well, so it worked on that basis too.

If ScotRail had 125mph-capable trains, the Edinburgh to Newcastle semi-fast might go to them and thus only Lockerbie would be unserved by ScotRail within Scotland.

 

[Bletchleyite]

I don't see why Scotrail would benefit from an AT300 derivative - there is nowhere that could use their higher speed, so why would you accept the compromises made to enable that higher speed, rather than sticking with an AT200 derivative?

The upside of the 80x is that it's a proven design. It has its faults of course but largely works.

An AT200 based tri mode with gangways may have benefits, but would be a new design, and that hasn't gone well with the 810.

 

[Trainbike46]

The upside of the 80x is that it's a proven design. It has its faults of course but largely works.

An AT200 based tri mode with gangways may have benefits, but would be a new design, and that hasn't gone well with the 810.

That is an advantage of that specific design yes, but there would still need to be changes to the design (at least one coach with level boarding, for starters). The 80x is also relatively expensive. If Hitachi does offer an 80x variant, I would suspect that one of the other manufacturers would win instead.