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53-471: The Stadler EuroDual (known as the Vossloh Euro Dual until 2015) is a series of dual power, electro-diesel locomotive by Stadler Rail Valencia . Unlike traditional dual mode locomotives, fitted with relatively low-powered diesel engines for 'last mile' movements only, vehicles are typically furnished with power units more comparable to that of mainline diesel locomotives. The EuroDual series

106-565: A British Rail Class 390 , could be readily hauled. The locomotive's propulsion system is compliant with Stage III A of the European emission standards , but not the more stringent Stage III B requirements. While DRS had envisioned their ideal locomotive using a Co-Co wheel arrangement, the performance demonstrated by the EUROLight demonstrator at Velim was such to convince the company that the requirement could be satisfactorily fulfilled using

159-530: A 3.965 m limit specified by the government infrastructure and logistics organisation Transnet . PRASA also claimed that Swifambo lacked the necessary experience, and or certification to be awarded the contract, and that Swifambo had failed to meet the terms of the bidding process, in that it lacked experience in the supply of railway equipment. In 2017, private German operator Havelländische Eisenbahn  [ de ] (HVLE) ordered ten Euro Dual locomotives, with an option of ordering further ten, becoming

212-467: A configuration is the ability to recover energy via regenerative braking , improving operational efficiency. In September 2013, UK rail operator Direct Rail Services announced it had ordered ten Euro Dual locomotives, with a 700 kW (940 hp) engine, and 4 MW rating electrical equipment (25 kV AC operation). The type was subsequently designated as the Class ;88 . The design

265-510: A four-axle traction unit. This is partially a consequence of its relatively low centre of gravity and its balanced and evenly spread weight, which to minimise weight transfer between the axles when pulling heavy trains and helps ensure a consistent delivery of the maximum tractive effort. On 5 January 2012, DRS announced it had placed an order with Vossloh for fifteen 100 mph (160 km/h) Eurolight locomotives for both intermodal and passenger work; these would be leased from Beacon Rail and

318-484: A higher operating cost than several contemporary locomotives, along with a relatively high rate of wheelset wear and a less than hospitable cab environment. Thus, there were doubts over the suitability of the Class 66s for hauling nuclear waste trains. In light of these factors, by 2009, DRS were convinced that a clean-sheet approach would be needed for its technical requirements, with management intended to not only support

371-888: A highly effective locomotive. From December 2014, the train operating company Chiltern Railways has sub-leased six Class 68 locomotives (68010 to 68015) from DRS; the type has entirely replaced the older Class 67 locomotives on Chiltern Main Line services between London Marylebone and Birmingham Snow Hill . These locomotives have been painted in Chiltern's silver Mainline livery and are fitted with Association of American Railroads (AAR) push-pull equipment, which allows them to operate with Mark 3 coaching stock sets. Furthermore, two DRS-liveried locomotives (68008 and 68009) have also been fitted with AAR push-pull equipment. Abellio ScotRail sub-leased two Class 68s, to haul sets of six Mark 2 coaches , for use on peak hour services on

424-407: A low-powered diesel powerplant intended only for 'last mile' operations with restrictive acceleration, speed, and range; rather, it was a full capable locomotive in either diesel or electric modes. It has been designed for routinely handling heavy freight consists, the series is reportedly expected to function as a dual-mode replacement for the successful Euro 4000 , which will soon cease production as

477-637: A major order for 30 Euro Duals, accompanied by options for 70 more, was placed by the Swiss rolling stock leasing company European Loc Pool (ELP). The first batch of ten locomotives were to be configured for use in Germany and certified for operation only within Germany (with plans to seek approval for operation in other countries, including Norway and Sweden ). Their maximum speed was restricted to 120 km/h (75 mph), although with possibility of re-gearing them for 160 km/h (100 mph) if so desired by

530-582: A modified EUROLight demonstrator that conformed with the relatively restricted dimensions imposed by the British loading gauge as well as the specification produced by DRS, and subjected it to tests at the Velim railway test circuit in the Czech Republic . Areas of modification extended beyond the physical bodyshell and the mechanical systems, as British railway regulations necessitated wiring changes and

583-606: A top speed of 140 km/h (87 mph). During late 2015, PRASA began proceedings in the High Court of South Africa to terminate the contract for both the Afro4000 and Euro-Dual locomotives ordered from Vossloh, and to be repaid the R2.65   billion already expended. A specific problem cited was that the supplied diesel locomotives were substantially out of gauge for parts of the network, being 4.14 m high, as opposed to

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636-486: Is a CAT C175-16 rated at 2800 kW (Stage IIIB compliant). The construction is fully TSI compliant. It features the latest ETCS Baseline 3 train protection system and legacy PZB for the German network. During 2018, the first three locomotives were delivered and began the homologation process. During May 2020, it was announced that commercial use of HVLE's Euro Dual fleet had commenced. Shortly thereafter,

689-526: Is a development of the Class 68 ( Stadler UKLight ) diesel locomotives that Direct Rail Services introduced in 2014, having the bodyshell, cab, brakes, bogies, traction equipment and control software in common, the diesel engine is a 950 hp (710 kW) Caterpillar C27 , albeit a model that conforms with the European IIIB emissions standards unlike that of the Class 68. In April 2016, one vehicle

742-501: Is the UKLight . On 5 January 2012, DRS announced the placement of an order for fifteen Class 68 locomotives, the first of which arrived in the UK during January 2014. The first batch of Class 68s was quickly followed by a second batch, also intended for DRS and the first batch to be built by Stadler. The delivery of these locomotives was completed during April 2016. A third batch of Class 68s

795-649: The 257 series . The metre-gauge locomotives provide freight service, transporting potash and cars in the Llobregat-Anoia line . Vossloh Espa%C3%B1a The Company was founded in 1947 with the name Material y Construcciones S.A. (or MACOSA) by the merger of the Valencian company Construcciones Devis (founded by Talleres Devis in 1879) and the Sociedad Material para Ferrocarriles y Construcciones S.A. of Barcelona ; this coincided with

848-611: The Fife Circle Line . These were 68006 and 68007, which carried the Saltire livery. These services commenced on 1 April 2015, the first day of Abellio Scotrail operation, with the last service operating on 29 May 2020 as the PRM-TSI derogations for the non-compliant Mark 2 coaches ended on 31 May of that year. TransPennine Express (TPE) sub-leased fourteen Class 68 locomotives (68019 to 68032) from DRS, for initial use on

901-505: The Liverpool Lime Street to Scarborough route. Once more sets were delivered and staff had been trained they also worked Manchester Airport to Redcar Central services. These hauled five-car rakes of Mark 5A coaches, with a driving trailer at the opposite end. The TPE-vinyled locomotives do not feature yellow front ends, following a change to the regulations. In April 2020, locomotives 68033 and 68034 were added to

954-641: The UKDual for the United Kingdom , the PrasaDual for South Africa and an unbranded series for Germany. By late 2019, a total of 30 locomotives had been constructed, while a total of 74 Euro Duals were reportedly on the company's books. At Innotrans 2012, Vossloh announced the launch of its range of dual mode locomotives; the company's initial offerings included the Vossloh DM30 concept based on

1007-812: The Vossloh DE 18 , and the EuroDual locomotives derived from its diesel Euro 4000 and EuroLight classes. Specifically, the Euro Dual shares the majority of its design, including elements such as the bodyshell, braking systems, bogies, traction equipment and software, with the Eurolight series. Initial descriptions issued by Vossloh were of a Co'Co' locomotive with 5 MW electrical power and 0.7 to 2.8 MW (940 to 3,750 hp) diesel power, with an axle load from 17 to 22.5 t (16.7 to 22.1 long tons; 18.7 to 24.8 short tons). Subsequent orders differed from

1060-500: The 1920s built central core - with huge nave -like sheds ), like many other derelict industrial sites around the world, progress could not be stopped, and in a final twist of fate, its destruction made space for the AVE high speed train to run through. Shortly thereafter (1990-2), a big order from Renfe was received for the sub-types 319.2, 319.3 and 319.4 ; under GEC-Alstom's ownership GM-EMD engined diesel locomotives were also produced at

1113-537: The 1960s locomotives were produced under license from General Motors , at first practically the entire locomotive was of GM design, later the company produced much of the locomotives to its own design, but still using a GM (later Electro-Motive Diesel ) engine and transmission system. This arrangement continued well into the 2000s, with successor companies still manufacturing diesel electric locomotives in Valencia with GM engines and transmission systems. In 1970, MACOSA

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1166-445: The 2000s, the British train operating company Direct Rail Services (DRS) recognised that its small fleet of British Rail Class 20 diesel locomotives were increasingly outdated and suffering from ever-decreasing viability as a result of the very low numbers still in service with any operator. Accordingly, management examined several alternatives that could potentially be operated with greater profitability while also being practical for

1219-478: The December 2023 timetable revision; however the sets are still leased by TPE until May 2024, and remain in storage. Before delivery, each of the first nine locomotives was named. All of the other Class 68 locomotives (except 68011, 68012 and 68014) have also been named. Locomotive 68010 was named Oxford Flyer on 12 December 2016, in celebration of Chiltern Railways new London-Oxford services. Locomotive 68033

1272-416: The Euro Dual series are tri modes, which are capable of being powered by either overhead electrification, a diesel engine, or an array of batteries. When fitted with a battery unit, the starting power of the locomotive can be augmented beyond conventional limits, enabling trains to accelerate faster by augmenting the starting tractive effort of the diesel engine to around 500   kN. Another advantage of such

1325-770: The TPE pool, to provide added resilience to the sub-fleet. In November 2017, 68021 Tireless was moved from the Crewe Gresty Lane TMD to Southampton Docks and ultimately transported to the Velim Test Track in the Czech Republic for testing with the new Mark 5A coaches. Testing included brake-force tests and door-interlock testing before the locomotive was returned to Great Britain in July 2018. In August 2023, TransPennine Express announced plans to withdraw its Class 68 fleet, as well as its Mark 5A coaches, from

1378-803: The Turkish open access operator Körfez Ulaştırma ordered seven locomotives; these are intended for 2,000   tonne oil trains in Turkey. In addition to supplying the Euro Duals themselves, Stadler is also to contracted perform all maintenance activities upon the fleet. 5 locomotives based on the Bolivian SALi model were delivered to Ferrocarrils de la Generalitat de Catalunya in 2022. Built in Stadler's plant in Albuixech , they were designated as

1431-560: The beginning of the industrialisation of Spain. Initially the organisation was not entirely rail orientated, producing buses, trolleys and other road based transportation systems. In the years following its formation the company expanded, with the Valencia plant gaining a 50,000m extension becoming one of the major producers of rolling stock in Spain. By 1952 the new company had produced 48 Type 2400 locomotives as well as two for Portugal. The only narrow gauge locomotives constructed by MACOSA

1484-490: The business' core activities but without any subsidy but also increase its locomotive fleet. One stated requirement for the envisioned locomotive would be to satisfy the bulk of DRS's traction needs through to 2036. Various manufacturers and their platforms were examined, including Brush Traction , General Electric , Bombardier , Siemens , with particular attention paid to the British Rail Class 70 . However,

1537-408: The company's core business of transporting nuclear materials by rail. While DRS did acquire newer diesel traction, such as the ubiquitous British Rail Class 66 locomotive, these did not satisfactorily fill the Class 20's niche, partly due to Class 66's two-stroke engine being somewhat inefficient compared with some alternatives and unable to satisfy the latest EU emission standards . It also incurs

1590-475: The first example to be delivered during late 2013. The value of the contract has been estimated at £45   million. During February 2013, it was announced that the locomotives were to be known as the Class 68 under TOPS ; while Vossloh and later Stadler refer to the design by its product name of UKLight . Placement of this first order to delivery of the first Class 68 locomotive took 28   months. The UKLight's detailed design had not been finalised at

1643-559: The first to arrive in the UK. An option for ten further locomotives was confirmed to have been taken up in September 2014. Further to this, on 28 July 2015, Vossloh España announced an order for a further seven locomotives from DRS. The Class 68 is a mixed-traffic locomotive intended for use on both passenger and freight trains. Customer trials of the type commenced during February 2014, which were initially conducted between Carlisle and Crewe . During mid-2014, DRS indicated that

Stadler Euro Dual - Misplaced Pages Continue

1696-453: The fitted equipment. Furthermore, whereas the EUROLight platform had been geared for a maximum speed of 75 mph (121 km/h), DRS sought a top speed of 100 mph (160 km/h); as a part of the modifications made to achieve this, the axle-hung traction motors had to be relocated to the body to produce a reduction in the locomotive's overall unsprung mass. The development effort, which took roughly 18   months from start to finish,

1749-451: The initial specifications, with orders from the UK and South Africa being for Bo-Bo locomotives. At Innotrans 2018, the new Eurodual was presented by Stadler; the first two versions are marketed as UKDual and PrasaDual , while a third variant of the EuroDual featured the Co-Co wheel arrangement. In comparison to historic dual mode locomotives , the Euro Dual series was not designed with

1802-432: The latter is not compliant with European Stage IIIA emission standards. The Euro Dual is suitable for both passenger and freight applications, being able to operate at speeds of up to 160 km/h (99 mph). The market for dual mode trains is seen to be a growing one in comparison to conventional single mode diesel locomotives; by 2019, relatively few pure diesel locomotives were reportedly achieving sales. The Euro Dual

1855-465: The launch customer for the Euro Dual. Designated in Germany as the Class 159, these locomotives have six traction axles, a maximum continuous power of 7 MW (9,400 hp) (electric) and 3 MW (4,000 hp) (diesel); the starting traction effort can be as much as 500 kN and the maximum speed is specified with 160 km/h (100 mph). The variant features AC traction motors and separate IGBT converters for each axle. The diesel engine

1908-610: The operator. During late 2018, another operator, ITL  [ de ] , placed an order for ten Euro Duals configured for use on the German railways. Bolivian operator, Ferroviaria Andina ordered three Stadler SALi ( South American Light Loco ) locomotives derived from Euro Dual design and adapted for Bolivian metre-gauge railway , in February 2018. Tanzania Railways Corporation ordered six Euro Dual locomotives for Tanzania Standard Gauge Railway in January 2020. In 2019,

1961-805: The organisation was renamed Vossloh España , as part of the Vossloh group. In the first five years of Vossloh ownership the GA 1000 AS shunter was built for SNCF , as well as rebuilding of the Renfe Class 333 and construction of the RENFE Class 334 and, later, the production of EMD powered Stadler Euro locomotives. The 1,000 mm ( 3 ft  3 + 3 ⁄ 8  in ) metre gauge 1,500 V DC electric passenger metro trains Serie 4300 were also produced in this period for Ferrocarrils de la Generalitat Valenciana . The company

2014-600: The plant for export to the UK and Israel. Additionally 60 General Motors type GM-8B Class 310 for Renfe between 1989 and 1991, and the GA-DE 900 AS diesel electric shunting locomotive (based on the RENFE Class 311 ) was produced during the 1990s for the state railways of Switzerland ( SBB Am 841 ), the railways of Mexico, Israel Railways , and for the Egyptian National Railways . In March 2005 ownership changed again, this time to Vossloh , and

2067-590: The prototype Euro Dual was put up for sale. French operator VFLI purchased this locomotive, had it furnished with French-specific safety apparatus, and has put it into use. In October 2013, Swifambo Rail Leasing placed a €250   million order for 50 Euro Dual and 20 Euro 4000 diesel locomotives, to be leased to the Passenger Rail Agency of South Africa (PRASA) for use on Shosholoza Meyl services. The locomotives were configured as Bo-Bo vehicles with 2.8 MW (3,800 hp) diesel power and

2120-465: The relatively small quantity sought by DRS proved to be an adverse condition during this search. The rolling stock leasing company Beacon Rail suggested approaching the Spanish manufacturer Stadler Rail Valencia , who was relatively receptive of the construction of a bespoke locomotive to meet DRS's needs based upon its existing Eurolight platform. To explore the concept in detail, Stadler produced

2173-465: The standard EUROLight platform. It has proved to be compliant with DRS's relatively stringent adhesion demands, and that it can achieve a maximum tractive effort of 317   kN. The first locomotive, 68001, underwent several months of testing at Velim Test Centre in the Czech Republic prior to being shipped to the UK. Thus, during January 2014, the second locomotive in the class, 68002, was

Stadler Euro Dual - Misplaced Pages Continue

2226-624: The time of the order; according to rail industry periodical Rail , it took four months to select the power train. The selected powerplant was a single 16-cylinder 3,800 hp (2.8 MW) C175-16 engine supplied by Caterpillar Inc. ; this was paired with an ABB -built traction package incorporating a six-pole brushless synchronous alternator and two ABB Bordline CC1500 DE compact converters, which use rectifiers to generate an intermediate DC supply, braking chopper, and to power onboard electronics. The Class 68 incorporates an identical vehicle control unit and driver's advisory system to those fitted on

2279-402: The type were typically operated on container traffic, as well as on Network Rail trains for which the company has been contracted to operate. The first passenger trains hauled by Class 68s were DRS special services for the 2014 Ryder Cup at Gleneagles . Furthermore, the type is routinely used on DRS nuclear flask trains. According to Rail , operations of the Class 68 has proved it to be

2332-514: The world. In 1989 the company became Mediterranea de Industrias del Ferrocarril, S.A. (or Meinfesa) and became part of the GEC-Alsthom multinational in 1991, after this the company moved locomotive production to a new plant at Albuixech ( Valencia ). After the move the huge original factory was to be demolished, and despite attempts to save it due to its historical significance to the country of Spain (as well as due to architecture of

2385-481: Was also a smaller factory at Alcázar de San Juan producing and maintaining wagons. MACOSA made the last steam locomotive for Renfe , a 2-8-2 'Mikado' with locomotive number 141-2328 produced in 1958. Another expansion coincided with the countries' 'stabilisation plan' of 1959, and thus the company formed part of the rapid economic growth of Spain in the 1960s, triggered by the industrialised economy reaching critical mass. (See Spanish economic miracle ) During

2438-737: Was also ordered, deliveries of which were completed during July 2017. The Class 68 has since been followed by two related locomotives, the Class 88 and Class 93 . Since its introduction in 2014, the Class 68 has been used on numerous passenger and freight operations, including DRS's nuclear flask trains. In addition to DRS's freight operations, the operator has also used the type to haul various charter trains. Several units have been subleased to other operators, including Chiltern Railways , Abellio ScotRail , and TransPennine Express , for passenger services, hauling various rakes of carriages to do so, in some cases being outfitted with Association of American Railroads (AAR) push-pull apparatus. During

2491-496: Was designed from the onset as a highly modular platform, allowing it to be offered to customers in various different configurations, covering various gauges and voltage systems. Accordingly, it can be equipped with diesel engines of various power ratings, being determined by the requirements of each specific customer. Despite this customisability, many features such as the bodyshell are capable of accommodating such range with little meaningful modifications. Furthermore, some versions of

2544-490: Was greatly aided by the firm's experience from prior work undertaken in the manufacture of the British Rail Class 67 locomotive. Stadler's performance and responsiveness to DRS' interest led to the latter placing its confidence in the former. As a result of another DRS stipulation, an electric train supply was incorporated into the UKLight's power train, capable of supplying up to 500   kW so that large trains, such as

2597-420: Was launched by Vossloh during 2012, it shares a considerably large portion of its design with the single power Eurolight family of locomotives. Being customisable to meet customer demands, various sized powerplants can be fitted to the type; it can also be configured as a tri-mode vehicle via the installation of a battery pack. To date, there are three distinct versions of the EuroDual that have seen customer use;

2650-581: Was sold to Stadler Rail in late 2015 for €48 million. Stadler took over the business on 1 January 2016. British Rail Class 68 The Class 68 is a type of mainline mixed traffic diesel-electric locomotive manufactured by Stadler Rail Valencia (and previously by Vossloh España) for Direct Rail Services (DRS) in the United Kingdom. The design is derived from the Stadler Eurolight , and Stadler's product name for this variant

2703-456: Was the second company of the rail vehicle sector in Spain, after Construcciones y Auxiliar de Ferrocarriles . During its long history over a thousand locomotives were produced: first steam, then electric and diesel-electric as well as shunting locomotives. In addition countless other rail vehicles were produced: trams, metros, diesel and electric units and freight wagons as well as thousands of bogies, some for Spain, others for destinations around

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2756-681: Was the type 130 for the railroad of Ponferrada to Villablino in 1951 and 1956 (PV numbers 13 to 16), which were based on a type made in 1914 by Krauss-Maffeu for the Basque Railroads. (See Engerth locomotive for more information) In the 1950s the larger Barcelona plant concentrated on casting and forming steel as well as repair of cars, buses, coaches etc. The Valencia plant produced steam boilers, as well as constructing and repairing steam and electric locomotives and other rolling stock. The valencia plant also produced other heavy engineering products such as cranes, metal parts for dams. There

2809-554: Was transferred to the Velim railway test circuit for testing. In January 2021, Rail Operations Group confirmed their order of 30 Class 93 locomotives, with the first ten deliveries scheduled for 2023. Unlike the earlier Class 88, these shall be tri mode vehicles furnished with a battery pack, enabling operations away from overhead catenary wires without activating the diesel engine. On 29 April 2022, GB Railfreight announced an order for 30 new Class 99 locomotives, financed by Beacon Rail . Following its use in manufacturer trials,

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