The Anonymous Widower

The PM Can Make Trump Begin To Face Reality

This is the title of a comment in The Times by Justin Webb.

It is a good comment and if you get a chance read it.

But it made me think!

Trump is a difficult person to read, as in several times in the last few months, he’s changed his mind. So will Theresa be able to make him change his mind again?

I don’t know!

But I just wonder, if Trump has ever been in negotiation with a determined, intelligent woman!

This will be one meeting, where the flies will learn a lot.

January 23, 2017 Posted by | World | , , | Leave a comment

A Look At New Station Projects

If as I wrote in Government Focuses On New Stations And Trains, the government is going to promote more stations, how are the various current station projects progressing?

 

This list of stations is not complete.

But I can make a few simple conclusions.

Some Regions Have More Stations In The Pipeline Than Others

There are probably several reasons for this.

  • Some regions like Manchester, Newcastle, Nottingham and Sheffield have gone the light-rail route.
  • Some regions like East Anglia, East Midlands, Kent and Sussex haven’t got their plans fully together.
  • Some regions like Bristol, London and Merseyside have got very detailed plans together.
  • Some regions like Cardiff, Edinburgh and Glasgow have already got extensive heavy rail networks.

I think Merseyside is the interesting region.

  • Merseyrail is very much an independent franchise strongly controlled by the region.
  • It runs a frequent four trains per hour (tph) to most destinations.
  • It seems to be run very professionally.

In lots of areas, it appears that Merseyrail and London Overground are singing the same tune.

 

 

January 23, 2017 Posted by | Travel | | Leave a comment

Thoughts On Batteries

As a Control Engineer, I have a lot of thoughts about making the World a more efficient and safer place.

As a simple example of what Control Engineering is all about, do two hundred mile drives in your car.

  • One is a route you don’t know.
  • The other is one you know very well.

In both journeys drive as carefully as you can to try to do both journeys using the minimum amount of fuel.

Inevitably, in most cases, you will do the second route on less fuel, because you will adjust speed and anticipate possible problems from previous knowledge.

A well-designed control system for a self-driving car should be able to outperform a manually-driver car because it has better knowledge.

Control Engineering is all about taking all the knowledge you can, processing it in a control system or computer and doing the job to the ultimate best.

Batteries Will Get A Higher Charge Density Per Cubic Metre And Per Dollar

There are a lot of clever engineers and scientists out there in countries like China, Germany, Japan, Korea and the USA,  working on battery technology and increasing the charge density will be one of their key objectives.

The smaller and more affordable a battery becomes, the more will be sold.

With several large companies out there investing heavily in the production of batteries, there can only be one ultimate wuner – the individual, company, government or organisation, who eventually pays for the product in which the battery is installed.

So How Will Control Engineering Be Involved?

In some ways, it already is!

Control Engineering In Personal Devices

In your smart-phone, laptop or personal device, you can set parameters to get the maximum minutes for one charge of the battery.

You are effectively, tweaking the device and the battery control system is doing the best it can with the lkimited energy resources of the battery of the device.

Control Engineering In Transport Systems

One of the problems with personal devices, is they need to be plugged in to be charged.

But as transport systems are larger and often have access to other forms of energy, recharging is not such a problem.

  • Batteries in hybrid vehicles can be charged by an onboard engine.
  • Some battery and hybrid cars can be plugged into the mains.
  • Braking energy can be recovered and used to charge the battery.
  • Trains, trams and trolley-buses can use overhead wires or third-rail systems to charge the battery.

It is the major task of the vehicle’s control system to balance the needs of traction and the onboard systems, by pulling in energy from various sources.

A Typical Hybrid Bus

A hybrid bus like a Routemaster, has a very different  transmission system to your bog-standard diesel bus.

  • It is actually driven by a Siemens ELFA2[4]electric traction motor.
  • Braking is regenerative.
  • The Cummins diesel engine is mounted under the rear stairs.
  • The 75 KwH battery is mounted under the front stairs.

Effectively, the diesel engine tops up the battery to a high enough level and the wheels are driven from the battery.

The control system manages the energy starting and stopping the engine as required.

The Ultimate Hybrid Bus

In the ultimate hybrid bus, the control system would know lots of other factors, including.

  • The route.
  • The actual and expected number of passengers.
  • The actual and expected weather.
  • Whether Arsenal were plying at home, or there was a demonstration by taxi-drivers.

So it would manage the power in the battery according to the predicted future energy requirements.

What would that do for fuel economy and the reduction of pollution?

But how could the efficiency of the bus be improved further?

  • A lighter battery with the same capacity.
  • A lighter diesel-engine, traction motor and other components.
  • A much improved control system.

As with most things, reducing weight is probably the most important. But don’t underestimate, what can be achieved with the ultimate control system.

It all points to my belief, that we should probably leave the development of batteries to the big boys and concentrate on the applications.

Hybrid Electric Trucks

Hybrid electric trucks are on the way.

Hybrid Trains And Trams

I think the mathematics point to hybrid trains and trams being one of the better applications of batteries in transport.

A typical four-car electric multiple unit like a new Class 710 train, weighs about 130 tonnes or 138 tonnes with passengers. Going at a line speed of 100 kph, it has a kinetic energy of 15 KwH. So this amount of kinetic energy would be well within the scope of a 75 KwH battery from a Routemaster bus.

I think that the typical four-car electric multiple unit can easily be fitted with a battery to handle the braking for the train.

The physics of steel-wheel-on-steel-rail are also very efficient, as Robert Stephenson, if not his father, would have known.

But with trains, there are several ways the batteries can be charged.

  • From 25 KVAC overhead power.
  • From 750 VDC third-rail power.
  • By recovering braking energy.
  • From a small diesel generator.

A good control system manages the energy and also raises and lowers the pantograph as needed.

Conclusions

Design and manufacturing competition from the big players in batteries, will bring the price down and increase the amount of energy that can be stored in a battery of a particular size.

But the key to making the most out of a battery is to have a well-designed control system to manage the energy.

 

 

January 22, 2017 Posted by | Travel | , , | Leave a comment

60 mph Limit And Fines To Cut M1 Pollution

This is a headline on an article in The Sunday Times.

It refers to a stretch of the M1 near Sheffield, where smart motorway technology will increase the number of vehicles passing through an area of housing and schools and probably breach legal pollution limits.

It sounds drastic, but then we need drastic measures to cut the level of pollution.

Perhaps, the simplest solution would be to assign all vehicles a pollution index.

Then assign all areas in the UK, a level of allowed pollution, which limited the vehicles that could drive in that area.

The trouble is, that this would be a vote loser, as it would mean that some drivers had just purchased a new vehicle, that they couldn’t even drive to their house.

The only safe way to be able to drive anywhere would be, by buying an electric or a very efficient hybrid vehicle.

A measure as harsh as this, must be paired with extensive public transport  with adequate Park-and -Ride facilities.

Solutions will have to be found for delivery vans, trucks and buses.

 

January 22, 2017 Posted by | Travel | , | Leave a comment

Theresa Mentions The B-Word

On today’s Andrew Marr Show, Theresa May has just said that she has setup a review into battery technology.

I can’t find anything else.

However, I did find this snippet in The Sunday Times, when I bought the paper.

Ministers will pledge to invest in digital, energy, construction and transport infrastructure in each region. Funding is already earmarked for an institute to develop new battery technology.

That is probably something we need.

January 22, 2017 Posted by | World | , , | Leave a comment

The Future Of East West Rail

There is an article with this title in Rail Technology Magazine.

This is the opening paragraph.

Shortly before the end of last year, transport secretary Chris Grayling announced unprecedented proposals to create a new and independent East West Rail operation tasked with designing, managing and running services between Oxford and Cambridge.

After the opening of the first section of the route, from Oxford to Bicester and on to Marylebone, which I wrote about in Oxford To Marylebone Opens For Business, things seem to be moving on.

  • The Government has announced that the East West Rail Link could be privately financed, built and run.
  • This article in Rail Magazine, which is entitled Verster to leave ScotRail for East West Rail, states that Phil Verster from ScotRail will head up the East West Rail Project.

Let’s hope it all means full steam ahead.

January 22, 2017 Posted by | Travel | , | Leave a comment

Where The Northern Line Extension Spoil Is Going

This article in Your Thurrock, is entitled London Tube tunnelling project set to benefit arable land in East Tilbury.

It gives a good overview of the tunnelling for the Northern Line Extension and states that the tunnel spoil will be taken by barge to Goshems Farm in East Tilbury.

This Google Map shows the North Bank of the Thames from Tilbury Fort to East Tilbury.

tilburyfort

Tilbury Fort is in the South West corner of the map, by the river and East Tilbury is in the North East corner.

This is a more detailed map of the area of Goshems Farm.

goshems

Goshems Farm is in the area of Felmac Metals and Micks Tyres, which from their names are typical businesses, you find in areas like these all over the UK.

Note Station Road leading up to the disused Low Street station, which was on the London, Tilbury and Southend Railway, which is now served by c2c.

I suspect that the spoil will go into the light-coloured land between this area and the Thames, which could be something like an old landfill site.

It’ll certainly be a lot more use as arable land.

January 22, 2017 Posted by | Travel | , , , , | Leave a comment

Government Focuses On New Stations And Trains

This is the title of an article in Rail Magazine.

This is the opening paragraph.

Passenger numbers rising fast, new stations, improved facilities and new trains are the result of policies followed by the current Government and not what Labour wants to follow, claims Secretary of State for Transport Chris Grayling.

As an example about what is needed Gayling talks about the Cleethorpres to Sheffield Line.

It is an interesting insight to some of Mr. Grayling’s thinking.

But I agree we need more stations and trains.

I also feel that wit the right innovation and design, we may be able to provide services in places that previously have been thought not to be viable..

January 21, 2017 Posted by | Travel | , , | 1 Comment

Stonehenge Is Unique

Stonehenge is unique and at the age of ten, I was able to walk amongst the stones in a party from my Primary School.

That was much better than the limited access you get now.

But then in the mid-1950s, Stonehenge didn’t get the visitors it does now.

In The Times today, there are reports of an Almighty row about how traffic is hidden from the monument.

This article on the BBC, which is entitled Stonehenge tunnel ‘should be longer’, puts forward a shorter view of the arguments in The Times.

The real problem with the traffic around Stonehenge, is that something should have been done about it years ago. As with so many problems, successive governments have just ignored the unique site.

I think that any solution to the future of Stonehenge should do the following.

  • Remove all passing traffic as far away as is practical.
  • All visitors to the monument should probably come by electric bus from the a nearby railway station or Park-and-Ride.
  • Improve the rail service on the South Wester Main Line, which is not electrified and needs more capacity.

I also feel that modern technology could be used to provide a better view of the stones.

Certainly, what we have at present is totally unacceptable to both road traffic passing the site and visitors.

There is even a proposal for a Wilton Parkway station, which would be on the Wessex Main Line and linked to Stonehenge by bus, that I wrote about in A Station For Stonehenge?

This would provide a Tourist Route from Bristol to Portsmouth via Bath Spa, Stomnehenge, Salisbury and Southampton.

 

January 21, 2017 Posted by | World | , , | 2 Comments

Class 710 Trains And Regenerative Braking

The new Class 710 trains for the London Overground, will be a next generation train, which could set new standards of energy efficiency. This is from a Bombardier Press release, that the company released when they received the order from London Overground.

The new trains will have similar features to the existing London Overground fleet (also manufactured by Bombardier), including walk-through carriages, air-conditioning and improved accessibility. These next-generation AVENTRA trains will feature an innovative design with optimised performance, including reduced weight, energy consumption, maintenance costs and high reliability, providing substantial benefits to both TfL and its passengers traveling on key London Overground routes, including the newly acquired West Anglia Inner Metro Service.

Note that there is no mention of regenerative braking, but this is mentioned in relation to the other Aventra trains on order; the Class 345 trains for Crossrail.

The Aventra has a slightly unusual and innovative electrical layout.

This article in Global Rail News from 2011, which is entitled Bombardier’s AVENTRA – A new era in train performance, gives some details of the Aventra’s electrical systems. This is said.

AVENTRA can run on both 25kV AC and 750V DC power – the high-efficiency transformers being another area where a heavier component was chosen because, in the long term, it’s cheaper to run. Pairs of cars will run off a common power bus with a converter on one car powering both. The other car can be fitted with power storage devices such as super-capacitors or Lithium-Iron batteries if required.

This was published six years ago, so I suspect Bombardier have improved the concept.

Could it be that the Class 710 trains consists of a two-car power unit sandwiched between two indentical driving cars.

The train could have a formation defined by something like.

DMSO+PMSO+TSO+DMSO or DTSO+PMSO+MSO+DTSO

The cars are as follows.

  • DMSO – Driving Motor Standard Open
  • PMSO – Pantograph Motor Standard Open
  • DTSO – Driving Trailer Standard Open
  • TSO – Trailer Standard Open

I’ve assumed there are a lot of powered axles as there are with the Class 345 train, but an appropriate number of trailer instead of motor cars can be used according to the demands of the route.

Search the Internet for “Class 710 train regenerative braking” and you find nothing official of with provenance.

I don’t believe that the Class 710 trains are not fitted with regenerative braking, as if you want to save energy on an electric train, it is one of the must-have features in the design.

But you need to be able to handle the electrical energy generated under braking.

Normally, the electricity is fed back into the overhead wires or third rail, so that it can be used by another train nearby. This technique is used extensively on the London Underground and third-rail electrification systems. Although, it is used on some 25 KVAC overhead systems like c2c, it means that the braking energy has to be converted to a high voltage to feed the electricity back.

So on the Aventra are Bombardier taking an alternative approach of using onboard energy storage to handle the energy generated by the braking?

Consider.

  • Braking energy generated at a station stop, is immediately available to accelerate the train back to line speed.
  • The onboard energy storage is designed to work with the traction motors.
  • It is irrelevant to the drive system, if power comes from 25 KVAC overhead or 750 VDC third-rail.
  • The overhead or third-rail power supply doesn’t need to be able to handle return currents.
  • The train probably has enough onboard power to get to the next station at all times, should the power supply fail.

But the biggest factor is the amount of energy needed to be handled.

In How Big Would Batteries Need To Be On A Train For Regenerative Braking?, I calculated that the energy of a fully-loaded Class 710 train travelling at 100 kph is around 15 KwH.

So when a train stops, this energy will be released.

To get a better handle on how much energy is involved let’s look at these specifications for a Nissan Leaf car.

Nissan talks about 24 and 30 kWH versions of the car, So if this is the battery size, then one of Nissan’s batteries could store all the braking energy of a four-car Class 710 train.

This sounds absolutely unbelievable, but you can’t argue with the Laws of Physics. or the performance of modern automotive battery technology.

There are five lines, where the new Class 710 trains will run.

  • Gospel Oak to Barking
  • Chingford Branch
  • Liverpool Street to Cheshunt
  • Romford to Upminster
  • Watford DC Line

How many of these lines are setup with the capability of accepting the return currents of regenerative braking?

The question is irrelevant if the Class 710 trains handle their own braking energy.

Conclusion

As the energy of a laden Class 710 train going at line speed is around 15 KwH, which is well within the capability of an automotive battery from a quality electric vehicle, I feel very strongly, that the Class 710 trains will handle regenerative braking using onboard energy storage.

 

 

 

January 21, 2017 Posted by | Travel | , | 1 Comment