Time has come for the hybrids

We're constantly looking for ways to reduce cost. Hybrid traction is something we've had in mind for a while, but only now has the fleet replacement program presented us with the opportunity of making it all happen. We're going to start by retrofitting nine of our Class 22000 railcars with mtu Hybrid PowerPacks. mtu has simulated this in advance, and we are set to save over 30% of diesel consumption. And as fuel costs are such a key factor for us, this argument is a pretty important one. At the same time, we're also going to reduce our CO2 footprint, which is also important to us. For our customers – the passengers – the main benefit of hybrid traction is that trains are much quieter when they run electrically. If the initial systems prove their worth, we want to fit them to all 235 of our railcars. Although the Irish rail network will be electrified in parallel, I see this as a very long-term project. By the time this is completed, we will already have saved a lot of money with hybrid and reduced pollutant emissions.

Especially in view of the diesel debate, hybrid traction a very exciting issue for us. Our customers, rail operators, can

This is one of several initiatives that Porterbrook is undertaking to address the challenge, set by the Department for Transport, of removing diesel-only trains from the UK rail network by 2040. We are committed to reducing the emissions and carbon footprint of our existing diesel powered fleets. We hope our investment in this trial of mtu Hybrid PowerPacks will enable us to offer wider fleet fitment of this technology, so that our customers can reduce both emissions and operating costs, as well as improve air-quality along urban corridors. Hybrid trains have the added benefit of operating with very little sound when using battery power, offering additional benefits to the railway’s near neighbours. now pull into railway stations with zero emissions under electric traction, and help reduce air pollution in our cities. For me, hybrid traction is currently a very sensible solution in engineering terms, and will enable robust diesel technology to remain in service for a long time to come. Looking ahead, though, I can foresee trains without internal combustion engines, so hybrid is more of a bridging technology, I think. But this particular bridge is a long one, and diesel-powered trains will probably still be around in 30 years' time. After that, I can foresee exciting technologies, such as hydrogen, that will enable trains to run with zero emissions even without overhead contact lines.