ROLLING STOCK & DEPOTS
Almost identical units Other than their power source and drive train, the Class 195 and 331 units are virtually identical. The differences in the bodyshells are from the need to accommodate pantographs and exhaust pipes. In the cab, the only apparent difference is that the engine start button in the Class 195 is replaced by a pantograph button in the 335. As a result, much of the driver training for these two units is common. The units have automatic power control and, as shown by a blank screen in the cab, passive ETCS provision. The 100mph units have an aluminium bodyshell with lightweight bogies that have inboard bearings with temperature monitoring on both trailer and motor bogies. They have a 35-year design life. The three-car Class 195 formation is DMSL (driving motor standard lavatory) - MS (motor standard) - DML (driving motor standard). The four-car class 331 is DMSL - PTS (pantograph transformer standard) - TS (trailer standard) - DMS. Each of the Class 195 vehicles has an MTU power pack with Daimler 6H 1800 R85L engines that deliver 390kW. The engines have selective catalytic reduction to meet the stringent requirements of the EU stage IIIB emissions directive. ZF supply both the EcoLife sixspeed automatic transmission and final drive. On the Class 331, the driving cab vehicles are the only powered vehicles. Each has
two motor bogies powered by 220kW asynchronous traction motors, one on each axle, that are supplied by Traktionssysteme of Austria. The traction control comes from CAF Power and automation and the 2570kVA transformer from ABB. Both classes of units have Dellner auto-couplers and so can couple to each other. Coupling bars for rescue operations will be kept at strategic locations on the Northern network.
At the end of January, Rail Engineer was invited to tour the Zaragoza plant and see a completed Class 331 unit in EMU in the testing shed. At that time, Zaragoza had completed one 3-car and four 4-car EMUs, whilst Irun had completed one 2-car and six 3-car DMUs. The tour of the plant started in the body shop, where bodyshell components - including solid aluminium underframes and complex aluminium extrusions
Class 331 motor bogie.
Body shop - bodyside panels.
Building the units Three of CAF’s Spanish plants are involved in the manufacture of Northern’s new trains. Zaragoza is producing the bodyshells for both types of units. The assembly, painting and static testing is being done at Zaragoza for the Class 331 EMUs and Irun for the Class 195 DMUs. The bogies for both types of units are produced at Beasain.
supplied from Switzerland were seen. With the use of conventional MIG welding, grinding to smooth the weld joints was evident.
Class 331 cab.
Rail Engineer | Issue 162 | April 2018
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