CargoSprinter

The CargoSprinter was developed in 1996 by Windhoff in association with freight operators DB Cargo and Fraport. The concept was for a self powered container carrying freight train, with a relatively high top speed enabling it to operate without disrupting passenger services.

• {{citation| url = https://books.google.com/books?id=cpL13iVsAA8C| title = The future of automated freight transport: concepts, design and implementation | editor = J. W. Konings| editor2= Hugo Priemus| editor3 = Peter Nijkamp| publisher = Edward Elgar Publishing| year = 2005| isbn = 9781781956656 | at = "CargoSprinter", pp.38–9; "CargoMover", pp.40–1}}{{citation|url = https://books.google.com/books?id=lUoi3255P-UC| title = Transport and environment: in search of sustainable solutions | editor = Eran Feitelson| editor2= E. T. Verhoef| publisher = Edward Elgar Publishing|year = 2001|pages = 160–1| isbn = 9781781950142 }} The train was a five-car permanently connected set of container-carrying vehicles (capacity ~10TEU), with driving cab at each end (motorised with underfloor engines), and capable of being easily connected and worked in multiple with other CargoSprinter trains. The original designs were taken from concept stage to production in 12 months.

The new concept was optimistically received as offering a step change in rail freight transportation, allowing rapid efficient transport of less than trainload and shortline freight,

Sources:

• {{citation|url = http://www.strc.ch/conferences/2001/rudel.pdf|title = Leapfrog innovations in the intermodal roadrail haul industry A research proposal|author = Roman Rudel|work = 1st Swiss Transport Research Conference|date = March 2000|quote = ..the Cargosprinter is likely to become a key element of a new technological paradigm for intermodal services over short and medium distances on the railway|access-date = 14 March 2012|archive-url = https://web.archive.org/web/20160303234042/http://www.strc.ch/conferences/2001/rudel.pdf|archive-date = 3 March 2016|url-status = dead|df = dmy-all}}
• {{citation| url =http://www.umweltschutz2.zh.ch/db/pdf/ZUP13-97_GueterbahnhofZch.pdf| title =Mit mehr Zug ins nächste Jahrtausend , ZUP-Beitragsserie "Hundert Jahre Güterbahnhof Zürich"| date =July 1997| number =13| page =38| journal =Umwelt Praxis| quote =Beim Rollmaterial dürfte der CargoSprinter von zukunftsweisender Bedeutung sein| access-date =14 March 2012| archive-url =https://web.archive.org/web/20131101173227/http://www.umweltschutz2.zh.ch/db/pdf/ZUP13-97_GueterbahnhofZch.pdf| archive-date =1 November 2013| url-status =dead| df =dmy-all}}
• {{citation|url = http://www.logistiek.nl/archief/id12816-Shortlines_gaat_dieselen_tussen_Rotterdam_en_Eindhoven.html|title = Shortlines gaat dieselen tussen Rotterdam en Eindhoven|journal = LogistiekKrant|author = Fred van Zeijl|date = 10 February 2000|volume = 13|number = 2|page = 6|language = nl}}
• {{citation| url = http://www.zeit.de/1998/24/bahn.txt.19980604.xml| title = Die Post und der Paketversender UPS wollen der Bahn mit eigenen Zügen davonfahren| work = Die Zeit| language = de| pages = 1–3}}

7 vehicles were initially built (1997) for trials with Deutsche Bahn. In practice the CargoSprinter concept was not a success as a commercial freight vehicle, trials of the vehicles did not lead to regular work.{{citation| url = http://www.dradio.de/dlf/sendungen/forschak/265388/| title = Lastesel für die Kurzstrecke| author = Sönke Gäthke| date = 18 May 2004| work =dradio.de }}

• {{citation| url = https://books.google.com/books?id=NG2TjfQF6zEC| title = Logistics Management for International Business| author = S. Sudalaimuthu | author2= S. Anthony Raj| publisher = PHI Learning Pvt|year = 2009| isbn = 9788120337923|at = "Cargosprinter", p.229}} Ex-freight trial vehicles later found use modified for specialised roles, such as tunnel rescue, and hybrid powered freight trains.

The design was more successful as an infrastructure and services train: in 1998 Windhoff received a 57DM million order from Railtrack (UK) for 25 trains derived from the CargoSprinter type, named Multi-purpose vehicles (MPVs), developed in association with AMEC Rail; the trains were to be used for infrastructure maintenance including rail deicing, and railhead treatment, 7 more sets were acquired in 2000.

In 2002 the CargoSprinter train was used as the mechanical basis of the CargoMover automated freight wagon concept developed by Siemens.

Other specialised designs based on the Windhoff MPV include a dedicated fire fighting and tunnel rescue trains (Switzerland; 2003, Austria; 2004), and railway overhead electrification factory trains for both wire renewal, and overhead line construction. (UK; 2000, 2011)

MPV vehicles are also in use by rail infrastructure companies in Taiwan (2007–) and the Netherlands (2007–).

{{Infobox train

| background =

| name = Cargo Sprinter (DB class 690)
Talion (DB Class 691)

| image =

| imagealt =

| imagesize =

| caption =

| interiorimage =

| interiorimagealt =

| interiorcaption =

| service =

| manufacturer = DB 690: Windhoff
DB 691: Waggonfabrik Talbot

| factory =

| family =

| replaced =

| yearconstruction =

| yearservice = 1996–1997

| refurbishment =

| yearscrapped =

| numberconstruction =

| numberbuilt = DB 690 : 3
DB 691 : 4

| numberservice =

| numberpreserved =

| numberscrapped =

| formation =

| fleetnumbers =

| capacity =

| operator =

| depots =

| lines =

| carbody =

| trainlength = DB 690 : {{convert|90.360|m|ftin|abbr=on}}
DB 691 : {{convert|89.570|m|ftin|abbr=on}}

| carlength = motor/control car
DB 690 : {{convert|20.190|m|ftin|abbr=on}}
DB 691 : {{convert|19.740|m|ftin|abbr=on}}

| width =

| height =

| floorheight = {{convert|1130 - 1180|mm|in|abbr=on|1}}

| art-sections =

| maxspeed = {{convert|120|km/h|mph|abbr=on}} with {{convert|112|t|abbr=on}} load

| weight = DB 690 : {{convert|121|t|abbr=on}}
DB 691 : {{convert|113|t|abbr=on}}

| axleload =

| acceleration =

| deceleration =

| traction =

| engine = four Volvo

| enginetype = Diesel

| cylindercount = 6

| cylindersize =

| poweroutput = {{convert|265|kW|PS hp|abbr=on|lk=on}} @ 2,050 rpm

| transmission = 5 speed mechanical transmission, with torque converter and retarder

| aux =

| powersupply =

| hvac =

| electricsystem =

| uicclass = {{nowrap|DB 690 : 1Ao'Ao1'+2+2+2+1Ao'Ao1'}}
{{nowrap|DB 691 : 1Ao'Ao1'+2'(2')(2')2'+1Ao'Ao1'}}

| aarwheels =

| bogies =

| brakes = Disc, all axles

| safety =

| coupling = Z-AK

| multipleworking = Yes

| gauge = {{Track gauge|1435mm|allk=on}}
{{Track gauge|1067mm|lk=on}} Queensland Rail

}}

Three units were constructed by Windhoff, and four by Talbot, with the first unit operational in 1997; both were broadly similar in design with the same operating characteristics, the Talbot built vehicles (branded Talion) differed in having inner unpowered wagons articulated using jacobs bogies.{{citation| url = http://www.dybas.de/dybas/gw/gw_s_7/g700.html| title = "Cargo-Sprinter" (Windhoff) vorherige Bezeichnung Sggoorrss 700 | work = dybas.de| language = de|editor = Dietmar Lehmann}}{{citation| url = http://www.dybas.de/dybas/gw/gw_s_7/g702.html | title = "Cargo-Sprinter" (Talbot) vorherige Bezeichnung Sggoorrss 701| work = dybas.de| language = de|editor = Dietmar Lehmann}}

The CargoSprinter trains operated between the intermodal rail terminal Rail AirCargo Station at Frankfurt Airport, Hamburg, Osnabrück, and Hanover and between 1997 and 1999, carrying two trains per day: the equivalent of 5,000 lorry loads per year. The service was initially successful with high reliability and full utilisation; work on the connecting railway line in the second year of operation disrupted the service, causing loss of custom leading to the termination of the service.

Sources

• {{citation| url = https://books.google.com/books?id=SvIydjsYdegC| title = Freight transportation: the European market| author = Harry Caldwell| author2 = Randall K. Halvorson| author3 = Christina Casgar| author4 = Gene Cleckley| author5 = Oscar de Buen| author6 = Jeff G. Honefanger| author7 = Ysela Llort| author8 = Michael D. Meyer| author9 = Leo Penne| author10 = Gerald Rawling| author11 = Garry Tulipan| date = June 2002| publisher = Federal Highway Administration| isbn = 9781428951921| at = Flughafen/Cargo City, Frankfurt, Germany, pp.12–13}}
• {{citation| url = http://www.fraport.com/content/fraport-ag/en/misc/binaer/sustainability/environmental_statements/environmental_statement1999/jcr:content.file/file.pdf| title = Flughafen Frankfurt/Main AG Environmental statement 1999| pages = 4, 11| publisher = Flughafen Frankfurt/Main AG| editor = Patrick Neumann-Opitz}}
• {{citation| url = http://www.jrtr.net/jrtr19/pdf/F31_Payne.pdf| title = Frankfurt Airport : Pioneering Intermodal Air-Rail Developments| author = Robert A. Payne| journal = Japan Railway & Transport Review| date = March 1999| pages = 31–35| number = 19| access-date = 14 March 2012| archive-url = https://web.archive.org/web/20120227142158/http://www.jrtr.net/jrtr19/pdf/F31_Payne.pdf| archive-date = 27 February 2012| url-status = dead| df = dmy-all}}

From 2000 the units were out of service, one was used for the Siemens' CargoMover experimental freight vehicle which was displayed at Innotrans in 2002. The remaining vehicles were offered for sale in 2004, and acquired for use in Austria as tunnel rescue trains.

Both variants of the design (DB 690 'CargoSprinter' and DB 691 'Talion') are five-car trains, with a control cabin at either end. The end cars are powered, with the inner axles individually driven by Volvo engines (6 cylinder, {{Cvt|265|kW}} @ 2,050 rpm, emissions to Euro stage II standards). The transmission system uses a (5-speed) mechanical gearbox with clutch, torque converter, and retarder. Fuel capacity is 700l. All the traction equipment is located below the cargo floor level.Sources:

• A Kückelmann (1997), "Entwicklung und Bau des CargoSprinters"
• C. Dorn (1997), "Der CargoSprinter — ein Baustein für den irtschaftlichen Erfolg auf der Schiene"
• {{citation| url = http://www.css-rzd.ru/zdm/05-1999/8066.htm| title = Поезда типа CargoSprinter| language = ru| journal = Железные дороги мира| year = 1999| number = 5}}{{Dead link|date=November 2018 |bot=InternetArchiveBot |fix-attempted=yes }}
• {{citation| url = http://www.railwaygazette.com/nc/news/single-view/view/cargosprinter-spearheads-db39s-attack-on-the-merchandise-market.html| title = CargoSprinter spearheads DB's attack on the merchandise market| date = 1 April 1997| work = railwaygazette.com| publisher = Railway Gazette International}}
• {{citation| url = http://www.windhoff.com/e/v1/csp/cargodba.htm| title = CargoSprinter Deutsche Bahn AG, Germany| work = windhoff.com| publisher = Windhoff| access-date = 24 February 2008| archive-url = https://web.archive.org/web/20071012041404/http://www.windhoff.com/e/v1/csp/cargodba.htm| archive-date = 12 October 2007| url-status = dead| df = dmy-all}}

The vehicles main frames are constructed from welded steel; there are two longitudinal support beams and several transverse members (example: Windhoff intermediate cars). The driving vehicle bogies have rubber primary suspension. The Windhoff unpowered vehicles use leaf spring primary suspension. the Talbot vehicles use rubber. All train axles have disc brakes. The vehicles are within the EBO G2 structure gauge.

The end cabs have airconditioning, and are heated using waste heat from the diesel engine cooling system; the cabins are isolated from frame vibrations by an air-suspension system. The cab control systems use electronic multifunction display, and joystick control. The trains are permanently coupled whilst in service, and can work in multiple forming consists of up to {{Cvt|630|m|ftin}} (7 trains, 35 cars) – the inter-trainset coupling is via a Z-AK type automatic coupler, which includes electrical connections for power and data.

Both Windhoff and Talbot trains are operationally compatible; differences between the versions include the electronic control systems, minor differences in dimension, and the wheel arrangement. The three intermediate unpowered vehicles in the Windhoff CargoSprinter are two axle wagons, the Talbot intermediate unpowered cars use two axle jacobs articulation between the wagons, and two axle bogies on the end wagons.

Unused ex-DB 690 and DB 691 units were sold to the Austrian Federal Railways in 2004, and converted to tunnel rescue trains (ÖBB X690).{{citation| url =http://spz.logout.cz/novinky/novinky.php?poradi=1122| title =Přestavba CargoSprinterů na řídicí vozy| language = cs| author = Matthias Haag| author2 = Petr Štefek| work =spz.logout.cz}}

{{Clear}}

CRT Group order CargoSprinter in 2001, and introduced the first CargoSprinter to Australia in 2002.{{citation| url = http://www.worldcargonews.com/htm/n20021215.920267.htm| title = CargoSprinter seeks the niches| date = December 2002| work = worldcargonews.com| access-date = 14 March 2012| archive-url = https://web.archive.org/web/20090703094532/http://www.worldcargonews.com/htm/n20021215.920267.htm| archive-date = 3 July 2009| url-status = dead| df = dmy-all}} The Australian CargoSprinters have similar technical characteristics as the original versions built for Deutsche Bahn: Push-pull operation, with 2 Volvo EU Tier II engines with 5 speed transmissions per powered end unit; a cargo capacity of 2 TEU per vehicle; all wheels disc braked; air suspended cabin with air conditioning; and the ability to work in multiple train-units; and a top speed of {{convert|120|km/h|mph|abbr=on}}.{{citation| url = http://www.windhoff.com/e/v1/csp/cargoaus.htm| title = CRT CargoSprinter details| work = windhoff.com| publisher = Windhoff / CRT Group| access-date = 24 February 2008| archive-url = https://web.archive.org/web/20071012041227/http://www.windhoff.com/e/v1/csp/cargoaus.htm| archive-date = 12 October 2007| url-status = dead| df = dmy-all}}

Whilst CRT was acquired by Queensland Rail the CargoSprinter was retained as part of a private company by CRT director Colin Rees.{{citation| url = http://www.theage.com.au/news/business/queensland-rail-sorts-logistics-for-acquisition/2005/06/24/1119321906836.html| title = Queensland Rail sorts logistics for acquisition| author = Philip Hopkins| date =25 June 2005| work = theage.com}} In 2004 Colin Rees announced that a more powerful version of the design was being developed, with double the capacity.{{citation| url = http://www.railexpress.com.au/archive/2005/Jul/21/beefed-up-cargosprinter-on-drawing-board-rees| title = Beefed up CargoSprinter on drawing board: Rees| date = 21 July 2005| work = railexpress.com| access-date = 14 March 2012| archive-url = https://web.archive.org/web/20091005212523/http://www.railexpress.com.au/archive/2005/Jul/21/beefed-up-cargosprinter-on-drawing-board-rees| archive-date = 5 October 2009| url-status = dead| df = dmy-all}}

In 2000 independent Dutch railway company Shortlines announced that it had placed a 5DM million order for CargoSprinter trains with Windoff, to operate a freight train for Philips between Eindhoven and Rotterdam. The use of CargoSprinters was cancelled due to time and cost issues relating to installing ATB safety system on the trains.Sources:

• {{citation| archive-url = https://web.archive.org/web/20030203192511/http://www.shortlines.nl/sl_news.html?art_nr=4| archive-date = 3 February 2003| url = http://www.shortlines.nl/sl_news.html?art_nr=4| work = shortlines.nl| publisher = Financial Times 24 January 2000 via Shortlines | language = nl| title = ShortLines zet geld in op geflopte trein}}
• {{citation| url = http://www.nieuwsbladtransport.nl/Archive/Article/tabid/409/ArchiveArticleID/69876/ArticleName/ShortLinesdeeltgevoeligetikuitaanconcurrentRailion/Default.aspx| title = ShortLines deelt gevoelige tik uit aan concurrent Railion| date = 29 May 2001| work = nieuwsbladtransport.nl| language = nl}}

In 2007 Windhoff acquired a contract to supply two MPV vehicles were supplied to Infraspeed for infrastructure work on the HSL Zuid in the Netherlands. The design is powered by {{convert|390|kW|PS hp|abbr=on}} engines, and has a top speed of {{convert|140|km/h|mph|abbr=on}}.Source:

• {{citation| url = http://www.windhoff.com/e/reload.htm?wh/akt/new/070701.htm| title = Windhoff supplies maintenance vehicles to the Netherlands| date = July 2007| work = windhoff.com| access-date = 20 November 2018| archive-url = https://web.archive.org/web/20160304035550/http://www.windhoff.com/e/reload.htm?wh%2Fakt%2Fnew%2F070701.htm| archive-date = 4 March 2016| url-status = dead| df = dmy-all}}
• {{citation| url = http://www.railwaygazette.com/en/news/personnel/single-view/view/windhoff-multi-purpose-vehicle-handed-over-to-sbb.html| title = Windhoff multi-purpose vehicle handed over to SBB| date = 23 April 2009| work = railwaygazette.com| publisher = Railway Gazette International}}

Jernbaneverket ordered 11 track and catenary maintenance vehicles in 2014, for delivery from 2016.{{citation| url = http://www.railjournal.com/index.php/rolling-stock/jernbaneverket-orders-windhoff-maintenance-vehicles.html| title = Jernbaneverket orders Windhoff maintenance vehicles | first = Keith| last = Barrow | date = 14 May 2014 | work = railjournal.com }}

File:Windhoff Fire Fighting and Rescue Train.jpg

A fire-fighting train, the LRZ NT (Lösch- und Rettungszug Neue Technologie) was developed by Windhoff and partners (2003) for Swiss rail operators Bern-Lötschberg-Simplon (BLS) and Swiss Federal Railways (SBB-CFF-FFS) for initial use on the Lötschberg Base Tunnel. Windhoff supplied the basic train technology, derived from their MPV design. SBB acquired a three vehicle two engined train, whilst BLS acquired a four-vehicle, three-engined train (both with one unpowered vehicle). The SBB trains comprise one fire fighting vehicle, one non-powered vehicle with the water/foam supply and breathable air supply, and a rescue vehicle with space for 60 people. The BLS train has an additional rescue vehicle. Both versions are powered by MTU 6H1800 R80 type engines of {{convert|315|kW|PS hp|abbr=on}} power.Sources:

• {{citation|url=http://www.windhoff.com/d/wh/akt/pre/20040929.pdf|title=First Swiss Self Propelled Fire-Fighting/Rescue Train|access-date=12 March 2009|journal=Railvolution|archive-url=https://web.archive.org/web/20071024014627/http://www.windhoff.com/d/wh/akt/pre/20040929.pdf|archive-date=24 October 2007|url-status=dead}}
• {{citation| url = http://www.mtu-online.com/fileadmin/fm-dam/mtu-global/pdf/mtureport/0802/0802_MTU-Report_Mountain-rescue_en.pdf| title = Mountain rescue| journal = MTU Report| year = 2008| issue = 2| pages = 44–53| author = Wolfgang Stolba}}

In 2009 an ex-DB CargoSprinter (DB 691-502) machine was used as part of a new train design, named RailXpress – the design used a remote control modified CargoSprinter control car at one end as a control car and for shunting on non-electrified lines. At the other end of the train an electric locomotive (such as SBB Re 420) was used for mainline work, operating trains of {{convert|700|t|0}} at up to {{convert|120|km/h|mph|abbr=on}}.

Sources:

• {{citation| url = http://www.innovatrain.ch/fileadmin/Dateien/Dokumente/Press_release_InnovaTrain-MARLO_2011-01-25.pdf| title = Common press release by InnovaTrain AG and MARLO Consultants GmbH| date = 25 January 2011| work = innovatrain.ch}}{{Dead link|date=November 2018 |bot=InternetArchiveBot |fix-attempted=yes }}
• {{citation| url = http://www.railspeedcargo.de/railcare.htm| title = railCare| work = railspeedcargo.de| language = de| author = Benjamin Fischer| author2 = Joerg Hegewald}} A related design for transportation of construction materials (gravel) also began operation in 2009, named Marti Express Shuttle; the trains consist of a converted ex-DB (Talbot) driving vehicle, 8 intermediate four axle wagons, and an electric locomotive – the train has a carrying capacity of up to {{convert|540|t|0}}.

Sources:

• {{citation| url = http://www.martiag.ch/go/News-Archive;3;160| title = Marti Express Shuttle: The First Normal Gauge Cargo Commuter Train in Switzerland| date = 26 May 2009| work = martiag.com| access-date = 14 March 2012| archive-url = https://web.archive.org/web/20120219033104/http://www.martiag.ch/go/News-Archive| archive-date = 19 February 2012| url-status = dead| df = dmy-all}}
• {{citation| url = http://www.martiag.ch/data/presse/files/2009-05_SER_Artikel_final.pdf| title = Marti-Express-Shuttle – der erste normalspurige Cargo-Pendelzug der Schweiz| author = Peter Balmer| author2 = Peter Gerber| journal = Schweizer Eisenbahn-Revue| issue = 5| year = 2009| pages = 222–228| publisher = Minirex| language = de}}{{Dead link|date=November 2018 |bot=InternetArchiveBot |fix-attempted=yes }}
• {{citation|url =http://www.zdmira.com/arhiv/2010-god/zdm-2010-no-06|journal =Железные дороги мира|year =2010|issue =6|title =Грузовой поезд Marti-Express-Shuttle|pages =27–31|language =ru}}

In 2012 SBB ordered 2 additional LRZs for the Gotthard Base Tunnel from a Windhoff / Dräger consortium.{{citation| url = http://m.sbb.ch/news.newsdetail.2012-12-2012_1.html| title = Gotthard-Basistunnel: Aufträge für Lösch- und Rettungszüge vergeben| language = de| date = 20 December 2012| type = press release| publisher = SBB| access-date = 29 January 2016| archive-url = https://web.archive.org/web/20161220071737/http://m.sbb.ch/news.newsdetail.2012-12-2012_1.html| archive-date = 20 December 2016| url-status = dead}}

In 2015 SBB ordered 35 track maintenance vehicles for delivery from 2017 to 2021.{{citation| url = http://www.railjournal.com/index.php/europe/sbb-upgrades-infrastructure-maintenance-fleet.html| date = 7 October 2015 | title = SBB upgrades infrastructure maintenance fleet | first = Keith | last = Barrow| work = railjournal.com }}{{citation| url =http://www.railjournal.com/index.php/track/windhoff-lifts-lid-on-track-vehicles-for-sbb.html | date = 31 December 2015 | title = Windhoff lifts lid on track vehicles for SBB | first = Kevin | last = Smith | work = railjournal.com }}

In 2016 SBB ordered 3 additional LRZs from a Windhoff / Dräger consortium, for the CEVA line, Ceneri Base Tunnel, and the Lötschberg and Simplon Tunnels.{{citation| url = http://www.railjournal.com/index.php/europe/sbb-orders-firefighting-and-rescue-trains.html?device=auto| title = SBB orders firefighting and rescue trains | first = Anitra| last = Green| date = 20 January 2016 | work = railjournal.com }}{{citation| url =http://www.railwaygazette.com/news/traction-rolling-stock/single-view/view/sbb-orders-rescue-trains.html| title = SBB orders rescue trains| date = 7 February 2016| work = railwaygazette.com }}

In 2007/8 Windhoff manufactured and supplied six MPV derived trains for infrastructure maintenance work on the Taiwan High Speed Rail line.Sources:

• {{citation| url = http://www.bahnmarkt.eu/fachartikeldetails_Windhoff_liefert_nach_Taiwan_von_2007_id_2428.html| journal = Schweizer Eisenbahn-Revue| date = December 2007| number = 12| page = 611| title = Windhoff liefert nach Taiwan| language = de| access-date = 15 March 2012| archive-url = https://web.archive.org/web/20160304115730/http://www.bahnmarkt.eu/fachartikeldetails_Windhoff_liefert_nach_Taiwan_von_2007_id_2428.html| archive-date = 4 March 2016| url-status = dead}}
• {{citation| url = http://www.windhoff.de/d/wh/akt/new/ga_3_2008.pdf| title = Schwebendes Verfahren : Windhoff : Taiwan und Deutschland unterhalten zwar noch keine diplomatischen Beziehungen, betreiben aber schon seit Jahrzehnten regen Handel – jenseits aller politischen Regularien| author = Reinhard Hüsing| number = 3| year = 2008| page = 1| journal = Glückauf| access-date = 15 March 2012| archive-url = https://web.archive.org/web/20160305041226/http://www.windhoff.de/d/wh/akt/new/ga_3_2008.pdf| archive-date = 5 March 2016| url-status = dead| df = dmy-all}}

{{see also|British Rail MPV|NIR MPV}}

In the United Kingdom, infrastructure operator Railtrack ordered 25 two-car units in 1998.Sources:

• {{citation| url = http://www.ots.at/presseaussendung/OTS_19980508_OTS0213/windhoff-ag-erhaelt-grossauftrag| title = Windhoff AG: erhält Großauftrag| work = ots.ag|date = May 1998| language = de}}
• {{citation| url =https://www.independent.co.uk/news/unveiled-a-weapon-to-clear-the-wrong-sort-of-leaves-off-the-line-1160827.html| title = Unveiled: a weapon to clear the wrong sort of leaves off the line| date = 9 May 1998|work=The Independent}} The first 25 trainsets had only one driving car powered. An additional order for 7 more trainsets was placed in 2000 – these units had both end cars powered giving a top speed of {{convert|75|mph|km/h|abbr=on}}.{{citation| url = http://www.cargosprinter.com/d/reload.htm?wh/akt/pre/061.htm| title = New on-track plant| author = Roger Butler| journal = Rail Infrastructure| number = 15| date = May–June 2000| at = Railtrack place order for a further seven MPVs| access-date = 20 November 2018| archive-url = https://web.archive.org/web/20160305060819/http://www.cargosprinter.com/d/reload.htm?wh%2Fakt%2Fpre%2F061.htm| archive-date = 5 March 2016| url-status = dead| df = dmy-all}} The vehicles are used for weedkilling, de-icing, and water-jetting and sandite treatment of the railhead.Sources:
• {{citation| url = http://www.cargosprinter.com/d/reload.htm?wh/akt/pre/061.htm| title = New on-track plant| author = Roger Butler| journal = Rail Infrastructure| number = 15| date = May–June 2000| at = Railtrack's commitment to vegetation control| access-date = 20 November 2018| archive-url = https://web.archive.org/web/20160305060819/http://www.cargosprinter.com/d/reload.htm?wh%2Fakt%2Fpre%2F061.htm| archive-date = 5 March 2016| url-status = dead| df = dmy-all}}
• {{citation| url = http://www.researchinformation.co.uk/pest/2001/B100802L.PDF| title = Use of Herbicides on railway tracks in Sweden| author = Lennart Torstensson| work = researchinformation.co.uk| page = 20| quote = e herbicides are normally applied using a fleet of specially designed Multi Purpose Vehicles (MPVs) [...] MPVs are also used to apply anti-skid Sandite coating and water-jet conditioning of track}}

The MPV vehicles have also been proposed for use in revenue earning freight train services; ISO container transportation using a MPV power cars and conventional container wagons was experimentally trialled in 2000; containers were transported from the Port of Southampton to terminals in Birmingham and Barking.Sources:

• {{citation| url = http://www.firstclasspartnerships.com/admin/project/uploaded-media/summer1_2000.pdf| archive-url = https://web.archive.org/web/20230210034328/http://www.firstclasspartnerships.com/admin/project/uploaded-media/summer1_2000.pdf| url-status = dead| archive-date = 10 February 2023| title = Freight train of the future is a multiple unit| page = 4| journal = FCP Quarterly| issue = 1| date = June 2000| publisher = First Class Partnerships}}
• {{citation| url = http://www.transport-research.info/Upload/Documents/200310/iris.pdf| title = 4.3 Demonstrator III UK| pages = 73–97| date = June 2001| work = transport-research.info| publisher = Innovative Rail Intermodal Services IRIS}} and technically successful trials with a two MPV power cars and 7 OTA two-axle timber wagons were carried out in 2005.{{citation| url = http://www.timbertransportforum.org.uk/Upload/Documents/41_Rail_freight_multiple_unit_trial.pdf| title = Rail Freight Multiple Unit Trial, Aberystwyth to Chirk, March 2005, Final Report| author = John Browne| date = May 2005| work = timbertransportforum.org.uk| access-date = 15 March 2012| archive-date = 7 October 2011| archive-url = https://web.archive.org/web/20111007113530/http://www.timbertransportforum.org.uk/Upload/Documents/41_Rail_freight_multiple_unit_trial.pdf| url-status = dead}}

Two factory train for renewing overhead line equipment on the West Coast Mainline was ordered in 1999, and delivered in 2000. Each train-consist was made up of five separable autonomous units (four of which were single-ended MPVs); the entire train is fitted for multiple working allowing self powered transportation to a work site. In operation the train-consist splits into five sub-trains: the first unit is used to dismantle and recover previously installed wire; the second unit replaces catenary support wires ("droppers"), the third and fourth units install new wire and droppers, and the fifth unit is used for quality control – measuring and recording the new installation. To allow slow speed control the MPVs were fitted with hydrostatic drives. A Windhoff MPV was also used as the basis of a piling train – used to install catenary masts. The piling train including MPV mounted piling hammers (Fambo AB), and installation cranes (Hap, Palfinger).Sources:

• {{citation| url = http://www.structuralfaultsandrepair.com/EL-Walsh.pdf| title = THE INTRODUCTION OF HIGH OUTPUT WIRING TRAINS TO THE UK, Sixth International Conference on "Maintenance & Renewal of Permanent Way; Power & Signalling; Structures & Earthworks" 30th April – 1st May 2003| author = Terry Walsh| journal = Railway Engineering| date = April 2003| publisher = Engineering Technics Press| isbn = 0-947644-50-4| access-date = 15 March 2012| archive-url = https://web.archive.org/web/20131101093001/http://www.structuralfaultsandrepair.com/EL-Walsh.pdf| archive-date = 1 November 2013| url-status = dead| df = dmy-all}}
• {{citation| url = http://findarticles.com/p/articles/mi_m0BQQ/is_3_41/ai_81006329/| journal = International Railway Journal| date = March 2001| title = New and faster overhead wiring train – Innovative products| publisher = Simmons-Boardman Publishing Corporation}}
• {{citation| url = http://www.cargosprinter.com/d/reload.htm?wh/akt/pre/061.htm| title = New on-track plant| author = Roger Butler| journal = Rail Infrastructure| number = 15| date = May–June 2000| at = German OLE equipment trials| access-date = 20 November 2018| archive-url = https://web.archive.org/web/20160305060819/http://www.cargosprinter.com/d/reload.htm?wh%2Fakt%2Fpre%2F061.htm| archive-date = 5 March 2016| url-status = dead| df = dmy-all}}

In 2011 a specialised factory train for overhead line installation was ordered – the initial use of the train was expected to be the electrification of the Great Western Main Line (c.2013).{{citation| url = http://www.railwaygazette.com/nc/news/single-view/view/windhoff-to-build-network-rails-electrification-factory-train.html| title = Windhoff to build Network Rail's electrification factory train| date =5 December 2011| work = railwaygazette.com| publisher = Railway Gazette International}} The train, named the 'High Output Plant System' train was completed by late 2013. The entire train consisted of a {{Cvt|500|m|ftin}} 23 vehicles designed to be split into five separate working sections: two piling sets, one with a vibrating piler, the other with a percussion piler; a concrete mixing set; a structure erection set; and a catenary installation set.{{citation| url=https://www.railwaygazette.com/high-output-electrification-train-ready-to-roll/38603.article| title = High-output electrification train ready to roll| date = 2 September 2013|work = railwaygazette.com}}

In 2016, NI Railways had an MPV delivered to undertake sandite duties.{{cite web |url=http://www.irrs.ie/Journal187/187NewsNIR.htm |title=News NIR |author= |date=4 January 2016 |website=Irish Railway Record Society Journal |publisher=irrs.ie |access-date=28 January 2017 }}

• M250 series, high speed electric multiple unit for containerised freight (Japan)

{{reflist}}

• {{citation|url = http://cat.inist.fr/?aModele=afficheN&cpsidt=2850442| title =Entwicklung und Bau des CargoSprinters |author = A Kückelmann|journal = ETR. Eisenbahntechnische Rundschau|issn = 0013-2845 |year = 1997| volume = 46| number =10|pages =641–644| language = de}}
• {{citation| url =http://cat.inist.fr/?aModele=afficheN&cpsidt=2679962| title = Innovative Fahrzeugtechnik für den Güterverkehr : Der CargoSprinter : ein Baustein für den wirtschaftlichen Erfolg auf der Schiene| author = C. Dorn| journal = Der Eisenbahningenieur| issn = 0013-2810 | year = 1997| volume = 48| number = 6| pages= 28–35| language = de}}
• also {{citation|title = Der CargoSprinter – ein Baustein für den irtschaftlichen Erfolg auf der Schiene| author = C. Dorn| year = 1997| journal = Internationales Verkehrswesen| volume =49 | number =6| pages =328–333| language = de}}
• {{citation| url = http://www.windhoff.de/d/wh/akt/pre/vdi_if_200804.pdf| title = Schienenverkehr : Neues Plattformkonzept für Wartungsfahrzeuge| language = de| work = windhoff.de| publisher = VDI Ingenieur forum Westfalen-Ruhr| date = April 2008| author = Detlef Müller| access-date = 15 March 2012| archive-url = https://web.archive.org/web/20150610195501/http://www.windhoff.de/d/wh/akt/pre/vdi_if_200804.pdf| archive-date = 10 June 2015| url-status = dead| df = dmy-all}}
• {{citation|journal = Eisenbahningenieur| volume = 50 |number = 9 |issn = 0013-2810 |date = 6 November 1999|title = Vom CargoSprinter zum Vielzweckfahrzeug| author =Christoph Wessels| language = de}}
• {{citation| url = http://www.css-rzd.ru/zdm/04-2000/9199.htm| archive-url = https://archive.today/20070816064305/http://www.css-rzd.ru/zdm/04-2000/9199.htm| url-status = dead| archive-date = 16 August 2007| title = Поезд CargoSprinter и развитие его концепции| journal = Железные дороги мира| year = 2000| number = 4| language = ru}}

{{commons category|Cargo Sprinter}}

• {{citation| url =http://www.m-esch.de/cargo_sprinter.htm| language =de| work =m-esch.de| author =Manfred Esch| title =Cargo Sprinter| access-date =14 March 2012| archive-date =31 August 2010| archive-url =https://web.archive.org/web/20100831075014/http://www.m-esch.de/cargo_sprinter.htm| url-status =dead}}
• {{citation| url =http://www.energievoorziening.info/nieuw/materieel%20Hsl/materieel%20infraspeed.htm| work = energievoorziening.info| title = materieel infraspeed| language = nl}}, images of INFRASPEED MPVs (Netherlands)

{{German DMUs}}

Category:Non-passenger multiple units

Category:Train-related introductions in 1996