This may be a stupid question, but this unit was moved by rail from Yoker to Shields not long before. So why couldn't it be moved across using the rail network? And wouldn't it have been easier?
Hydrogen is clearly the future for the scattered parts of Scotrail's franchise. Experiments on obsolete suburban EMUs are all very well but we are asking them to do the West Highland Line, the Kyle Line, the Borders Line and the Far North Line. The hydrogen technology is new but the rolling stock is old and not designed for these geographic demands, rather it was built for for suburban Glasgow, with its intensive local maintenance facilities. As a Far North daily commuter I thoroughly welcome H2 power but crave reliability. Class158 DMUs have been tremendously reliable on our North Line (despite the lack of aircon) but are nearly 30 years old. We need electric H2 stock which is equally reliable. (perhaps we might have aircon?) BTW access for tourists and especially bikes is a sine qua non of rural rolling stock in the summer on our World famous rural routes, also bearing in mind the needs of local commuters. This, importantly, brings into focus the facilities on trains as well as their power source. The trendiest train has still to get passengers (with ability challenges as maybe), mothers with young children and cyclists to their destination is as large numbers as possible. Thus will rail travel be perceived by the public as amenable and so practical. This is to be desired and is beneficial to our nation
Handy income for the SPRS but I don't understand the truck delivery. Bo'ness has a direct connection to the Glasgow Falkirk Edinburgh main line! Steam excursions use it all the time.
At least one Class 314 has been saved and will be used as a hydrogen test train. Maybe the Southern Class 313s could also be replaced and to be converted into Hydrogen trains. en.wikipedia.org/wiki/British_Rail_Class_313 en.wikipedia.org/wiki/British_Rail_Class_314
H2 trains: No short life heavy batteries or Diesel engines, no lithium or rare earth and metals, the fuel cell (decreasing) platinum content can be 100% recycled, better than with exhaust catalyst platinum. For low traffic on non electrified train lines, the green (PV and wind produced, H2 stored) hydrogen fuel cell power is the "only" sensible zero emission light weight solution for train and trucks embarking their own energy. To be most economical, light regional trains like Stalder Flirt H2 or even lighter concepts, should be preferred, specially on load limited old tracks. We have now a good opportunity to reactivate low density lines profitably. The dirty grey yet highly profitable H2 produced with fossil fuels for reforming heavy oils, steel fertilizers and plastics productions should be taxed high, as much as for road usage to boost green H2 production. We must abandon those unfair subsidies to the oil industry as per fair trade principals and stop repeating renewable energy sources are expensive: we knew the green goals already, now the road plans are on the table.
Good luck with the project lads!
Merry Christmas, and a safe new year from me as well!
Thanks, you too!
You keep safe too. Merry Christmas.
Good to see that these units are given a new life after retirement from ScotRail
This is the only 314 left, rest scrapped
This may be a stupid question, but this unit was moved by rail from Yoker to Shields not long before. So why couldn't it be moved across using the rail network? And wouldn't it have been easier?
Good looking driver !.
What company is running the project?
www.scotsman.com/news/transport/hydrogen-powered-train-be-tested-scotland-fuel-future-1886160
Could I put this on the allelys heavy haulage page
Hydrogen is clearly the future for the scattered parts of Scotrail's franchise. Experiments on obsolete suburban EMUs are all very well but we are asking them to do the West Highland Line, the Kyle Line, the Borders Line and the Far North Line. The hydrogen technology is new but the rolling stock is old and not designed for these geographic demands, rather it was built for for suburban Glasgow, with its intensive local maintenance facilities.
As a Far North daily commuter I thoroughly welcome H2 power but crave reliability.
Class158 DMUs have been tremendously reliable on our North Line (despite the lack of aircon) but are nearly 30 years old. We need electric H2 stock which is equally reliable. (perhaps we might have aircon?)
BTW access for tourists and especially bikes is a sine qua non of rural rolling stock in the summer on our World famous rural routes, also bearing in mind the needs of local commuters. This, importantly, brings into focus the facilities on trains as well as their power source.
The trendiest train has still to get passengers (with ability challenges as maybe), mothers with young children and cyclists to their destination is as large numbers as possible.
Thus will rail travel be perceived by the public as amenable and so practical. This is to be desired and is beneficial to our nation
Jim many thanks for comments
Interesting times.
Hope these are back in business on newton to glasgow Central my grandson want them back scotrail
Handy income for the SPRS but I don't understand the truck delivery. Bo'ness has a direct connection to the Glasgow Falkirk Edinburgh main line! Steam excursions use it all the time.
Cheaper by road.
At least one Class 314 has been saved and will be used as a hydrogen test train. Maybe the Southern Class 313s could also be replaced and to be converted into Hydrogen trains.
en.wikipedia.org/wiki/British_Rail_Class_313
en.wikipedia.org/wiki/British_Rail_Class_314
H2 trains: No short life heavy batteries or Diesel engines, no lithium or rare earth and metals, the fuel cell (decreasing) platinum content can be 100% recycled, better than with exhaust catalyst platinum. For low traffic on non electrified train lines, the green (PV and wind produced, H2 stored) hydrogen fuel cell power is the "only" sensible zero emission light weight solution for train and trucks embarking their own energy. To be most economical, light regional trains like Stalder Flirt H2 or even lighter concepts, should be preferred, specially on load limited old tracks. We have now a good opportunity to reactivate low density lines profitably. The dirty grey yet highly profitable H2 produced with fossil fuels for reforming heavy oils, steel fertilizers and plastics productions should be taxed high, as much as for road usage to boost green H2 production. We must abandon those unfair subsidies to the oil industry as per fair trade principals and stop repeating renewable energy sources are expensive: we knew the green goals already, now the road plans are on the table.